Metal-air fuel cell battery system having means for controlling discharging and recharging parameters for improved operating efficiency

ABSTRACT

Disclosed are various types of metal-air FCB-based systems comprising a Metal-Fuel Transport Subsystem, a Metal-Fuel Discharging Subsystem, and a Metal-Fuel Recharging Subsystem. The function of the Metal-Fuel Transport Subsystem is to transport metal-fuel material, in the form of tape, cards, sheets, cylinders and the like, to the Metal-Fuel Discharge Subsystem, or the Metal-Fuel Recharge Subsystem, depending on the mode of the system selected. When transported to or through the Metal-Fuel Discharge Subsystem, the metal-fuel is discharged by (i.e. electro-chemically reaction with) one or more discharging heads in order produce electrical power across an electrical load connected to the subsystem while H 2 O and O 2  are consumed at the cathode-electrolyte interface during the electrochemical reaction. When transported to or through the Metal-Fuel Recharging Subsystem, discharged metal-fuel is recharged by one or more recharging heads in order to convert the oxidized metal-fuel material into its source metal material suitable for reuse in power discharging operations, while O 2  is released at the cathode-electrolyte interface during the electro-chemical reaction. In the illustrative embodiments, discharge and recharge parameters are detected and processed in order to generate control data signals that are used to control discharging and recharging parameters so that discharging and recharging operations and metal-fuel/metal-oxide management operations are carried out in an efficient manner.

RELATED CASES

This is a Continuation-in-Part of: copending application Ser. No.09/110,761 entitled “METAL-AIR FUEL CELL BATTERY SYSTEM EMPLOYING APLURALITY OF MOVING CATHODE STRUCTURES FOR IMPROVED VOLUMETRIC POWERDENSITY” filed Jul. 3, 1998; and copending application Ser. No.09/110,762 entitled “METAL-AIR FUEL CELL BATTERY SYSTEM EMPLOYINGMETAL-FUEL TAPE AND LOW-FRICTION CATHODE STRUCTURES” filed Jul. 3, 1998;which is a Continuation-in-Part of copending application Ser. No.09/074,337 entitled “METAL-AIR FUEL-CELL BATTERY SYSTEM HAVING MEANS FORMANAGING AVAILABILITY OF METAL-FUEL THEREWITHIN” filed May 7, 1998;which is a Continuation-in-Part of copending application Ser. No.08/944,507 entitled “High-Power Density Metal-Air Fuel Cell BatterySystem” by Sadeg Faris, et al. filed Oct. 6, 1997, said applicationbeing assigned to Reveo, Inc. and incorporated herein by reference inits entirely.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an improved system and method fordischarging and recharging metal-fuel material employed in metal-airfuel cell battery (FCB) systems and devices.

2. Description of the Prior Art

In copending U.S. application Ser. No. 08/944,507, Applicant disclosesseveral types of novel metal-air fuel cell battery (FCB) systems. Duringpower generation, metal-fuel tape is transported over a stationarycathode structure in the presence of an ionically-conducting medium,such as an electrolyte-impregnated gel. In accordance with well knownprinciples of electro-chemistry, the transported metal-fuel tape isoxidized as electrical power is produced from the system.

Metal-air FCB systems of the type disclosed in U.S. application Ser. No.08/944,507 have numerous advantages over prior art electrochemicaldischarging devices. For example, one advantage is the generation ofelectrical power over a range of output voltage levels required byparticular electrical load conditions. Another advantage is thatoxidized metal-fuel tape can be repeatedly reconditioned (i.e.recharged) during battery recharging cycles carried out duringelectrical discharging operation, as well as separately therefrom.

In U.S. Pat. No. 5,250,370, Applicant discloses an improved system andmethod for recharging oxidized metal-fuel tape used in prior artmetal-air FCB systems. By integrating a recharging head within ametal-air FCB discharging system, this technological improvementtheoretically enables quicker recharging of metal-fuel tape for reuse inFCB discharging operations. In practice, however, a number of importantproblems have remained unsolved which has hitherto rendered rechargeableFCB system; inefficient.

In particular, prior art FCB systems have suffered from problemsassociated with over and under recharging oxidized metal-fuel tapeproduced during discharging operations. Consequently, it has not beenpossible to optimally recharge metal-fuel tape using prior artrecharging systems and methodologies.

Also, when using prior art FCB systems, it has not been possible tooptimally discharge metal-fuel tape using prior art tape dischargingsystems and methodologies.

Thus there is a great need in the art for an improved method andapparatus for discharging and recharging metal-fuel material employed inmetal-air FCB systems, while overcoming the shortcomings and drawbacksof prior art technologies.

OBJECTS AND SUMMARY OF THE INVENTION

Accordingly, a primary object of the present invention is to provide animproved method of and apparatus for discharging and/or rechargingmetal-air fuel cell batteries (FCB) in a manner which avoids theshortcomings and drawbacks of prior art technologies.

Another object of the present invention is to provide novel apparatus inthe form of a metal-air fuel cell battery system comprising a metal-fueldischarging subsystem, wherein discharge parameters, such ascathode-anode voltage and current levels, partial pressure of oxygenwithin the discharging cathode, relative humidity at thecathode-electrolyte interface, and where applicable, the speed ofmetal-fuel tape are automatically detected, recorded and processed inorder to generate control data signals for use in controllingdischarging parameters on a real-time basis, so that metal-fuel materialcan be discharged in a time and energy efficient manner.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged can beused with stationary and/or moving cathode structures in the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged isrealized in the form of metal-fuel tape which, during discharging andrecharging operations, is transported across a cathode structureassociated with the discharging and recharging heads of the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged iscontained within a cassette-type device insertable within the storagebay of the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or rechargedcomprises multiple metal-fuel tracks for use in generating differentoutput voltages from the system.

Another object of the present invention is to provide novel apparatus inthe form of a metal-air fuel cell battery system comprising a metal-fuelrecharging subsystem, and wherein recharge parameters, such ascathode-anode voltage and current levels, partial pressure of oxygenwithin the recharging cathode, relative humidity at thecathode-electrolyte interface, and where applicable, the speed ofmetal-fuel tape are automatically detected, recorded and processed inorder to generate control data signals for use in controlling rechargingparameters on a real-time basis so that discharged metal-fuel materialcan be recharged in a time and energy efficient manner.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged can beused with stationary and/or moving cathode structures in the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged isrealized in the form of metal-fuel tape which, during discharging andrecharging operations, is transported across a cathode structureassociated with the discharging and recharging heads of the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged iscontained within a cassette-type device insertable within the storagebay of the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or rechargedcomprises multiple metal-fuel tracks for use in generating differentoutput voltages from the system.

Another object of the present invention is to provide novel apparatus inthe form of a metal-air fuel cell battery system comprising a metal-fueldischarging subsystem and a metal-fuel recharging system managed by asystem controller, wherein discharge parameters, such as cathode-anodevoltage and current levels, partial pressure of oxygen within thedischarging cathode, relative humidity at the cathode-electrolyteinterface, and where applicable, the speed of metal-fuel tape areautomatically detected and recorded during the discharging mode ofoperation, and automatically read and processed in order to generatecontrol data signals for use in controlling recharging parameters duringthe recharging mode of operation so that discharged metal-fuel materialcan be recharged in a time and energy efficient manner.

Another object of the present invention is to provide such a system,wherein recharge parameters, such as cathode-anode voltage and currentlevels, partial pressure of oxygen within the recharging cathode,relative humidity at the cathode-electrolyte interface, and whereapplicable, the speed of metal-fuel tape, are automatically detected(e.g. sensed) and recorded during the recharging mode of operation, andautomatically read and processed in order to generate control datasignals for use in controlling discharging parameters during thedischarging mode of operation so that metal-fuel material can bedischarged in a time and energy efficient manner.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged can beused with stationary and/or moving cathode structures in the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged isrealized in the form of metal-fuel tape which, during discharging andrecharging operations, is transported across a cathode structureassociated with the discharging and recharging heads of the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or recharged iscontained within a cassette-type device insertable within the storagebay of the system.

Another object of the present invention is to provide such a system,wherein the metal-fuel material to be discharged and/or rechargedcomprises multiple metal-fuel tracks for use in generating differentoutput voltages from the system.

Another object of the present invention is to provide such a system,wherein each zone or subsection of metal fuel material is labelled witha digital code, through optical or magnetic means, for enabling therecording of discharge-related data during discharging mode ofoperation, for future access and use in carrying out various types ofmanagement operations, including rapid and efficient rechargingoperations.

Another object of the present invention is to provide such a system,wherein, during recharging operations, recorded loading conditioninformation is read from memory and used to set current and voltagelevels maintained at the recharging heads of the system.

Another object of the present invention is to provide such a system andmethod, wherein discharging conditions are recorded at the time ofdischarge and used to optimally recharge discharged metal-fuel materialduring recharging operations.

Another object of the present invention is to provide such a system,wherein, during tape discharging operations, optical sensing of bar codeor like graphical indicia along each zone of metal-fuel material iscarried out using a miniaturized optical reader embedded with thesystem.

Another object of the present invention is to provide such a system,wherein, during tape recharging operations, optical sensing of bar codedata along each zone of discharged metal-fuel material is carried outusing, a miniaturized optical reader embedded with the system.

Another object of the present invention is to provide such a system,wherein information regarding the instantaneous loading conditions alongeach zone (i.e. frame) of the metal-fuel material are recorded in memoryby the system controller.

Another object of the present invention is to provide such a system,wherein instantaneous loading condition data for each metal-fuel zonealong a spool of metal-fuel tape is acquired by optically sensing barcode symbol data imprinted along the zone of metal-fuel tape todetermine the identity thereof, loading conditions at the discharginghead through which the identified metal-fuel zone passes areautomatically sensed, and then such data is automatically processed toproduce real-time control data signals for controlling dischargingoperations, or recorded in memory for use in controlling rechargingparameters during subsequent recharging operations.

Another object of the present invention is to provide such a system,wherein the metal-fuel structures to be discharged are realized in theform of metal-fuel cards which, during discharging operations, arebrought into ionic-contact with one or more cathode structuresassociated with the discharging head of a metal-air FCB system.

Another object of the present invention is to provide such a system,wherein each zone or subsection of metal fuel along the length ofmetal-fuel card track is labelled with a digital code, through opticalor magnetic means, for enabling the recording of discharge-related dataduring discharging mode of operation, for future access and use incarrying out various types of management operations, including rapid andefficient recharging operations.

Another object of the present invention is to provide such a system,wherein information regarding the instantaneous loading conditions alongeach zone (i.e. frame) of the metal-fuel tape are recorded in memory bythe system controller.

Another object of the present invention is to provide such a system withan assembly of discharging heads, each of which comprises anelectrically conductive cathode structure, an ionically conductivemedium, and an anode contacting structure.

Another object of the present invention is to provide such a system withan assembly of recharging heads wherein, each of which comprises anelectrically conductive cathode structure, an ionically conductivemedium, and an anode contacting structure.

These and other objects of the present invention will become apparenthereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the Objects of the PresentInvention, the following detailed Description of the IllustrativeEmbodiments Of the Present Invention should be read in conjunction withthe accompanying Drawings, wherein:

FIG. 1 is a schematic block diagram of a first illustrative embodimentof the metal-air FCB system of the present invention, wherein aMetal-Fuel Tape Discharging Subsystem and a Metal-Fuel Tape RechargingSubsystem are integrated within a single, stand-alone rechargeable powergeneration unit, and the tape path-length extension mechanism employedin the Metal-Fuel Tape Recharging Subsystem extends oxidized metal-fueltape over a path-length which is substantially greater than thepath-length maintained by the tape path-length extension mechanism inthe Metal-Fuel Tape Discharging Subsystem (i.e.A_(Recharge)>>A_(Discharge));

FIG. 2A1 is a generalized schematic representation of the Metal-FuelTape Discharging Subsystem of FIG. 1, wherein the tape path-lengthextension mechanism associated therewith is shown in its non-extendedconfiguration;

FIG. 2A2 is a generalized schematic representation of the Metal-FuelTape Discharging Subsystem of FIG. 1, wherein the tape path-lengthextension mechanism associated therewith is shown in its extendedconfiguration and the assembly of discharging heads thereof configuredabout the extended path of metal-fuel tape for generating electricalpower across an electrical load connected to the metal-air FCB system;

FIGS. 2A31 and 2A32, taken together, set forth a generalized schematicrepresentation of the Metal-Fuel Tape Discharging Subsystem shown inFIG. 1, wherein the subcomponents thereof are shown in greater detail,and the discharging heads thereof withdrawn from the extended path ofunoxidized metal-fuel tape;

FIG. 2A4 is a schematic representation of the Metal-Fuel TapeDischarging Subsystem shown in FIGS. 2A31 and 2A32, wherein the tapepath-length extension mechanism is arranged in its extendedconfiguration with its four independent discharging heads arranged aboutthe extended path of unoxidized metal-fuel tape, and metal-fuel zone(MFZ) identification data is generated from each discharging head duringtape discharging operations so that the system controller can record, inmemory, “discharge parameters” of the Metal-Fuel Tape DischargingSubsystem during discharging each metal-fuel zone identified along themetal-fuel tape being transported through the discharge head assembly;

FIG. 2A5 is a high-level flow chart setting forth the basic stepsinvolved during the discharging of metal-fuel tape (i.e. electricalpower generation therefrom) when using the Metal-Fuel Tape DischargingSubsystem shown in FIGS. 2A31, 2A32 and 2A4;

FIG. 2A6 is a perspective view of the cathode support structure employedin each discharging head of the Metal-Fuel Tape Discharging Subsystemshown in FIGS. 2A31, 2A32 and 2A4, showing five parallel channels withinwhich electrically-conductive cathode strips and ionically-conductingelectrolyte-impregnated strips are securely supported in its assembledstate;

FIG. 2A7 is a perspective, exploded view of cathode and electrolyteimpregnated strips and oxygen pressure (pO2) sensors installed withinthe support channels of the cathode support structure shown in FIG. 2A6;

FIG. 2A8 is a perspective view of the cathode structure andoxygen-injecting chamber of the first illustrative embodiment of thepresent invention, shown in its fully assembled state and adapted foruse in the discharging head assembly shown in FIGS. 2A31, 2A32 and 2A4;

FIG. 2A9 is a perspective view of a section of unoxidized metal-fueltape for use in the Metal-Fuel Tape Discharging Subsystem shown in FIGS.1, 2A31, 2A32 and 2A4, showing (i) its parallel metal-fuel stripsspatially registerable with the cathode strips in the cathode structureof the discharging head partially shown in FIG. 2A8, and (ii) angraphically-encoded data track containing sequences of code symbolsalong the length of metal-fuel tape for identifying each metal-fuel zonetherealong and facilitating, during discharging operations, (i) reading(or accessing), from data storage memory, recharge parameters and/ormetal-fuel indicative data correlated to metal-fuel identification dataprerecorded during previous recharging and/or discharging operations,and (ii) recording, in data storage memory, sensed discharge parametersand computed metal-oxide indicative data correlated to metal-fuel zoneidentification data read during the discharging operation;

FIG. 2A9′ is a perspective view of a section of unoxidized metal-fueltape for use in the Metal-Fuel Tape Discharging Subsystem shown in FIGS.1, 2A31, 2A32 and 2A4, showing (i) parallel metal-fuel strips spatiallyregisterable with the cathode strips in the cathode structure of thedischarging head partially shown in FIG. 2A8, and (ii) amagnetically-encoded data track embodying sequences of code symbolsalong the length of metal-fuel tape for identifying each metal-fuel zonetherealong and facilitating, during discharging operations, (i) reading(or accessing), from data storage memory, recharge parameters and/ormetal-fuel indicative data correlated to metal-fuel zone identificationdata prerecorded during previous recharging and/or dischargingoperations, and (ii) recording, in data storage memory, sensed dischargeparameters and computed metal-oxide indicative data correlated tometal-fuel zone identification data read during the dischargingoperation;

FIG. 2A9″ is a perspective view of a section of unoxidized metal-fueltape for use in the Metal-Fuel Tape Discharging Subsystem shown in FIGS.1, 2A32, 2A32 and 2A4, showing (i) parallel metal-fuel strips spatiallyregisterable with the cathode strips in the cathode structure of thedischarging head partially shown in FIG. 2A8, and (ii) anoptically-encoded data track containing sequences of light-transmissionaperture-type code symbols along the length of metal-fuel tape foridentifying each metal-fuel zone therealong, and facilating, duringdischarging operations, (i) reading (or accessing), from data storagememory, recharge parameters and/or metal-fuel indicative data correlatedto metal-fuel zone identification data prerecorded during previousrecharging and/or discharging operations, and (ii) recording, in datastorage memory, sensed discharge parameters and computed metal-oxideindicative data correlated to metal-fuel zone identification data readduring recharging operations;

FIG. 2A10 is a perspective view of an assembled discharging head withinthe Metal-Fuel Tape Discharging Subsystem shown in FIGS. 2A31, 2A32 and2A4, wherein during the Discharging Mode thereof, metal-fuel tape istransported past the air-pervious cathode structures shown in FIG. 2A8,and multiple anode-contacting elements establishing electrical contactwith the metal-fuel strips of metal-fuel tape transported through thedischarging head;

FIG. 2A11 is a cross-sectional view of the assembled cathode structure,taken along line 2A11—2A11 of FIG. 2A8, showing its cross-sectionaldetails;

FIG. 2A12 is a cross-sectional view of the metal-fuel tape shown in FIG.2A9, taken along line 2A12—2A12 thereof, showing its cross-sectionaldetails;

FIG. 2A13 is a cross-sectional view of the cathode structure andoxygen-injecting chamber of the discharging head shown in FIG. 2A10,taken along line 2A13—2A13 therein;

FIG. 2A14 is a cross-sectional view of the discharging head shown inFIG. 2A10, taken along line 2A14—2A14 therein, showing itscross-sectional details;

FIG. 2A15 is a perspective view of the multi-track metal-oxide sensinghead assembly employed in the Metal-Fuel Tape Discharging Subsystemshown in FIGS. 2A1 through 2A4, particularly adapted for real-timesensing (i.e. detecting) metal-oxide formations along each metal-fuelzone to assess the presence or absence of metal-fuel therealong duringdischarging operations;

FIG. 2A16 is a schematic representation of the information structuremaintained within the Metal-Fuel Tape Discharging Subsystem of FIG. 1,comprising a set of information fields for recording dischargeparameters, and metal-oxide and metal-fuel indicative data for eachmetal-fuel zone identified (i.e. addressed) along a discharged sectionof metal-fuel tape during the discharging mode of operation;

FIG. 2B1 is a generalized schematic representation of the Metal-FuelTape Recharging Subsystem of FIG. 1, wherein the tape path-lengthextension mechanism employed therein is shown in its non-extendedconfiguration;

FIG. 2B2 is a generalized schematic representation of the Metal-FuelTape Recharging Subsystem of FIG. 1, wherein the tape path-lengthextension mechanism employed therein is shown in its extendedconfiguration and the recharging heads thereof are configured about theextended path of oxidized metal-fuel tape for recharging the same;

FIGS. 2B31 and 2B32, taken together, set forth a generalized schematicrepresentation of the Metal-Fuel Tape Recharging Subsystem shown in FIG.1, wherein the subcomponents thereof are shown in greater detail, andthe recharging heads thereof withdrawn from the extended path ofoxidized metal-fuel tape;

FIG. 2B4 is a schematic representation of the Metal-Fuel Tape RechargingSubsystem shown in FIGS. 2B31 and 2B32, wherein the subcomponentsthereof are shown in greater detail, the tape path-length extensionmechanism is arranged in its extended configuration with fourindependent recharging heads arranged about the extended path ofoxidized metal-fuel tape, and metal-fuel zone identification (MFZID)data is generated from the recharging heads during tape rechargingoperations so that the system controller can access previously recordeddischarge parameters and metal-fuel indicative data from system memory,correlated to each metal-fuel zone along the metal-fuel tape, therebyenabling optimal setting of recharge parameters during tape rechargingoperations;

FIG. 2B5 is a high-level flow chart setting forth the basic stepsinvolved during the recharging of oxidized metal-fuel tape when usingthe Metal-Fuel Tape Recharging Subsystem shown in FIGS. 2B31 through2B4;

FIG. 2B6 is a perspective view of the cathode support structure employedin each recharging head of the Metal-Fuel Tape Recharging Subsystemshown in FIGS. 2B31, 2B32 and 2B4, and comprises five parallel channelswithin which electrically-conductive cathode strips andionically-conducting electrolyte-impregnated strips are securelysupported;

FIG. 2B7 is a perspective, exploded view of cathode andelectrolyte-impregnated strips and oxygen pressure (pO2) sensorsinstalled within the support channels of the cathode support structureshown in FIG. 2B8;

FIG. 2B8 is a perspective view of the cathode structure andoxygen-evacuation chamber of the first illustrative embodiment of thepresent invention, shown in its fully assembled state and adapted foruse in the recharging heads shown in FIGS. 2B31, 2B32 and 2B4;

FIG. 2B9 is a perspective view of a section of oxidized metal-fuel tapefor recharging in the Metal-Fuel Tape Recharging Subsystem shown inFIGS. 2B31, 2B32 and 2B4, and comprising parallel metal-fuel stripsspatially registerable with the cathode strips in the cathode structure(i.e. recharging head) of FIG. 2B8, and an optically encoded data trackcontaining sequences of bar of code symbols along the length ofmetal-fuel tape for identifying each metal-fuel zone along the reel ofmetal-fuel tape, and facilating, during recharging operations, (i)reading (or accessing), from data storage memory, discharge parametersand/or metal-oxide indicative data correlated to metal-fuel zoneidentification data prerecorded during previous discharging and/orrecharging operations, and (ii) recording, in data storage memory,sensed recharge parameters and computed metal-fuel indicative datacorrelated to metal-fuel zone identification data read during therecharging operation;

FIG. 2B9′ is a perspective view of a section of oxidized metal-fuel tapefor use in the Metal-Fuel Tape Recharging Subsystem shown in FIGS. 1,2B31, 2B32 and 2B4, showing (i) parallel metal-fuel strips spatiallyregisterable with the cathode strips in the cathode structure of therecharging head partially shown in FIG. 2B8, and (ii) amagnetically-encoded data track embodying sequences of digital wordsalong the length thereof identifying each metal-fuel zone therealong,and facilating, during recharging operations, (i) reading (oraccessing), from data storage memory, discharge parameters and/ormetal-oxide indicative data correlated to metal-fuel zone identificationdata prerecorded during previous discharging and/or rechargingoperations, and (ii) recording, in data storage memory, sensed rechargeparameters and computed metal-fuel indicative data correlated tometal-fuel zone identification data read during the rechargingoperation;

FIG. 2B9″ is a perspective view of a section of reoxidized metal-fueltape for use in the Metal-Fuel Tape Recharging Subsystem shown in FIGS.1, 2B31, 2B32 and 2B4, showing (i) parallel metal-fuel strips spatiallyregisterable with the cathode strips in the cathode structure of therecharging head partially shown in FIG. 2B8, and (ii) anoptically-encoded data track containing sequences of light-transmissionaperture-type code symbols along the length of metal-fuel tape foridentifying each metal-fuel zone therealong, and facilating, duringrecharging operations, (i) reading (or accessing), from data storagememory, discharge parameters and/or metal-oxide indicative datacorrelated to metal-fuel zone identification data prerecorded duringprevious discharging and/or recharging operations, and (ii) recording,in data storage memory, sensed recharge parameters and computedmetal-fuel indicative data correlated to metal-fuel zone identificationdata read during the recharging operation;

FIG. 2B10 is a perspective view of a recharging head within theMetal-Fuel Tape Recharging Subsystem shown in FIGS. 2B31, 2B32 and 2B4,wherein during the Recharging Mode thereof, metal-fuel tape istransported past the air-pervious cathode structure shown in FIG. 2B8,and. five anode-contacting elements establishing electrical contact withthe metal-fuel strips of the transported metal-fuel tape;

FIG. 2B11 is a cross-sectional view of the cathode support structurehead in the Metal-Fuel Tape Recharging Subsystem hereof, taken alongline 2B11—2B11 of FIG. 2B8, showing a plurality of cathode andelectrolyte impregnated strips supported therein;

FIG. 2B12 is a cross-sectional view of the metal-fuel tape shown in FIG.2B9, taken along line 2B12—2B12 thereof;

FIG. 2B13 is a cross-sectional view of the cathode structure of therecharging head shown in FIG. 2B10, taken along line 2B13—2B13 therein;

FIG. 2B14 is a cross-sectional view of the recharging head assemblyshown in FIG. 2B10, taken along line 2B14—2B14 therein;

FIG. 2B15 is a perspective view of the multi-track metal-oxide sensinghead employed in the Metal-Fuel Tape Recharging Subsystem shown in FIGS.2B31, 2B32 and 2B4, particularly adapted for sensing which metal-fueltracks have been discharged and thus require recharging by thesubsystem;

FIG. 2B16 is a schematic representation of the information structuremaintained within the Metal-Fuel Tape Recharging Subsystem of FIG. 1,comprising a set of information fields for recording recharge parametersand metal-fuel and metal-oxide indicative data for each metal-fuel zoneidentified (i.e. addressed) along a section of metal-fuel tape duringthe recharging mode of operation;

FIG. 2B17 is a schematic representation of the FCB system of FIG. 1showing a number of subsystems which enable, during the recharging modeof operation, (a)(i) reading metal-fuel zone identification data fromtransported metal-fuel tape, (a)(ii) recording in memory, sensedrecharge parameters and computed metal-fuel indicative data derivedtherefrom, and (a)(iii) reading (accessing) from memory, dischargeparameters and computed metal-oxide indicative data recorded during theprevious discharging and/or recharging mode of operation through whichthe identified metal-fuel zone has been processed, and during thedischarging mode of operation, (b)(i) reading metal-fuel zoneidentification data from transported metal-fuel tape, (b)(ii) recordingin memory, sensed discharge parameters and computed metal-oxideindicative data derived therefrom, and (b)(iii) reading (accessing) frommemory, recharge parameters and computed metal-fuel indicative datarecorded during the previous recharging and/or discharging operationsthrough which the identified metal-fuel zone has been subjected;

FIG. 3A is a schematic block diagram of a second illustrative embodimentof the metal-air FCB system of the present invention shown realized asan external stand-alone unit, into which a cassette-type devicecontaining a supply of oxidized metal-fuel tape can be received andquickly recharged for reuse in generating of electrical power;

FIG. 3B is a schematic block diagram of a third illustrative embodimentof the metal-air FCB system of the present invention shown realized asan external stand-alone unit, into which a cassette-type devicecontaining a supply of oxidized metal-fuel tape and at least a portionof the metal-fuel tape discharging subsystem (e.g. the discharging head)can be received and quickly recharged for reuse in generating electricalpower;

FIG. 4 is a schematic diagram showing a fourth illustrative embodimentof the metal-air FCB system of the present invention, wherein a firstplurality of recharged metal-fuel cards (or sheets) are semi-manuallyloaded into the discharging bay of its Metal-Fuel Card DischargingSubsystem, while a second plurality of discharged metal-fuel cards (orsheets) are semi-manually loaded into the recharging bay of itsMetal-Fuel Card Recharging Subsystem;

FIG. 5A1 is a generalized schematic representation of the metal-air FCBsystem of FIG. 4, wherein metal-fuel cards are shown about-to-beinserted within the discharging bays of the Metal-Fuel Card DischargingSubsystem,

FIG. 5A2 is a generalized schematic representation of the metal-air FCBsystem of FIG. 4, wherein metal-fuel cards of FIG. 1 are shown loadedwithin the discharging bays of the Metal-Fuel Card DischargingSubsystem;

FIG. 5A31 and 5A32, taken together, set forth a generalized schematicrepresentation of the Metal-Fuel Card Discharging Subsystem shown inFIGS. 5A1 and 5A2, wherein the subcomponents thereof are shown ingreater detail, with all metal-fuel cards withdrawn from the discharginghead assembly thereof;

FIG. 5A4 is a schematic representation of the Metal-Fuel CardDischarging Subsystem shown in FIGS. 5A1 and 5A2, wherein thesubcomponents thereof are shown in greater detail, with the metal-fuelcards inserted between the cathode and anode-contacting structures ofeach discharging head thereof;

FIG. 5A5 is a high-level flow chart setting forth the basic stepsinvolved during the discharging of metal-fuel cards (i.e. generatingelectrical power therefrom) when using the Metal-Fuel Card DischargingSubsystem shown in FIGS. 5A31, 5A32 through 5A4;

FIG. 5A6 is a perspective view of the cathode support structure employedin each discharging head of the Metal-Fuel Card Discharging Subsystemshown in FIGS. 5A31, 5A32 and 5A4, and comprising five parallel channelswithin which electrically-conductive cathode strips andionically-conducting electrolyte-impregnated strips are securelysupported in its assembled state;

FIG. 5A7 is a perspective, exploded view of cathode and electrolyteimpregnated strips and partial oxygen pressure (pO2) sensors installedwithin the support channels of the cathode support structure shown inFIG. 5A6;

FIG. 5A8 is a perspective view of the cathode structure of the firstillustrative embodiment of the present invention, shown in its fullyassembled state and adapted for use in the discharging heads shown inFIGS. 5A31, 5A32 and 5A4;

FIG. 5A9 is a perspective view of a section of unoxidized metal-fuelcard for use in the Metal-Fuel Card Discharging Subsystem shown in FIGS.4, 5A31, 5A32 and 5A4, showing (i) its parallel metal-fuel stripsspatially registerable with the cathode strips in the cathode structureof the discharging head partially shown in FIG. 5A8, and (ii) agraphically-encoded data track containing code symbols identifying themetal-fuel card, and facilitating, during discharging operations, (i)reading (or access), from data storage memory, recharge parametersand/or metal-fuel indicative data correlated to metal-fuelidentification data prerecorded during previous recharging and/ordischarging operations, and (ii) recording, in data storage memory,sensed discharging parameters and computed metal-oxide indicative datacorrelated to metal-fuel zone identification data being read during thedischarging operation;

FIG. 5A9′ is a perspective view of a section of unoxidized metal-fuelcard for use in the Metal-Fuel Card Discharging Subsystem shown in FIGS.4, 5A31, 5A32 and 5A4, showing (i) its parallel metal-fuel stripsspatially registerable with the cathode strips in the cathode structureof the discharging head partially shown in FIG. 5A8, and (ii) amagnetically-encoded data track embodying digital code symbolsidentifying the metal-fuel card, and facilitating during dischargingoperations, (i) reading (or accessing) from data storage memory,prerecorded recharge parameters and/or metal-fuel indicative datacorrelated to the metal-fuel identification data read by the subsystemduring discharging operations, and (ii) recording, in data storagememory, sensed discharge parameters correlated to metal-fuel zoneidentification data being read during the discharging operation;

FIG. 5A9″ is a perspective view of a section of unoxidized metal-fuelcard for use in the Metal-Fuel Card Discharging Subsystem shown in FIGS.4, 5A31, 5A32 and 5A4, showing (i) parallel metal-fuel strips spatiallyregisterable with the cathode strips in the cathode structure of thedischarging head partially shown in FIG. 5A8, and (ii) anoptically-encoded data track containing light-transmission aperture-typecode symbols identifying the metal-fuel card, and facilating duringdischarging operations (i) reading (or accessing) from data storagememory, recharge parameters and/or metal-fuel indicative data correlatedto metal-fuel identification data prerecorded during previous rechargingand/or discharging operations, and (ii) recording, in data storagememory, sensed discharging parameters and computed metal-oxideindicative data correlated to metal-fuel zone identification data beingread during the discharging operation;

FIG. 5A10 is a perspective view of a discharging head within theMetal-Fuel Card Discharging Subsystem shown in FIGS. 5A31, 5A32 and 5A4,wherein during the Discharging Mode thereof, metal-fuel card istransported past the air-pervious cathode structure shown in FIG. 5A10,and five anode-contacting elements establish electrical contact with themetal-fuel strips of the transported metal-fuel card;

FIG. 5A11 is a cross-sectional view of the discharging head in theMetal-Fuel Card Discharging Subsystem hereof, taken along line 5A11—5A11of FIG. 5A8, showing the cathode structure in electrical contact withthe metal-fuel card of FIG. 5A9;

FIG. 5A12 is a cross-sectional view of the metal-fuel card shown in FIG.5A9, taken along line 5A12—5A12 thereof;

FIG. 5A13 is a cross-sectional view of the cathode structure of thedischarging head shown in FIG. 5A10, taken along line 5A13—5A13 therein;

FIG. 5A14 is a cross-sectional view of the cathode structure of thedischarging head shown in FIG. 5A10, taken along line 5A14—5A14 therein;

FIG. 5A15 is a schematic representation of the information structuremaintained within the Metal-Fuel Card Discharging Subsystem of FIG. 4,comprising a set of information fields for use in recording dischargeparameters and metal-oxide and metal-fuel indicative data for eachmetal-fuel track within an identified (i.e. addressed) metal-fuel cardduring the discharging mode of operation;

FIG. 5B1 is a generalized schematic representation of the metal-air toFCB system of FIG. 4, wherein metal-fuel cards are shown about-to-beloaded within the recharging bays of the Metal-Fuel Card RechargingSubsystem thereof;

FIG. 5B2 is a generalized schematic representation of the metal-air FCBsystem of FIG. 4, wherein metal-fuel cards are shown loaded within therecharging bays of the Metal-Fuel Card Recharging Subsystem;

FIGS. 5B31 and 5B32, taken together, set forth a generalized schematicrepresentation of the Metal-Fuel Card Recharging Subsystem shown inFIGS. 5B1 and 5B2, wherein the subcomponents thereof are shown ingreater detail, with the metal-fuel cards withdrawn from the recharginghead assembly thereof;

FIG. 5B4 is a schematic representation of the Metal-Fuel Card RechargingSubsystem shown in FIGS. 5B31 and 5B32, wherein the metal-fuel cards areshown loaded between the cathode and anode-contacting structure ofrecharging heads thereof;

FIG. 5B5 is a high-level flow chart setting forth the basic stepsinvolved during the recharging of oxidized metal-fuel cards when usingthe Metal-Fuel Card Recharging Subsystem shown in FIGS. 5B31 through5B4;

FIG. 5B6 is a perspective view of the cathode support structure employedin each recharging head of the Metal-Fuel Card Recharging Subsystemshown in FIGS. 5B31 and 5B4, showing five parallel channels within whichelectrically-conductive cathode strips and ionically-conductingelectrolyte-impregnated strips are securely supported;

FIG. 5B7 is a perspective, exploded view of cathode and electrolyteimpregnated strips and oxygen pressure (pO2) sensors being installedwithin the support channels of the cathode support structure shown inFIG. 5B8;

FIG. 5B8 is a perspective view of the cathode structure and itsassociated oxygen-evacuation chamber of the first illustrativeembodiment of the present invention, shown in its fully assembled stateand adapted for use in the recharging heads shown in FIGS. 5B31, 5B32and 5B4;

FIG. 5B9 is a perspective view of a section of an oxidized metal-fuelcard adapted for use in the Metal-Fuel Card Recharging Subsystem shownin FIGS. 4, 5B31, 5B32 and 5B4, showing (i) its parallel metal-fuelstrips spatially registerable with the cathode strips in the cathodestructure of the recharging head partially shown in FIG. 5B8, and (ii) agraphically-encoded data track containing code symbols for identifyingeach metal-fuel zone therealong, and facilating during rechargingoperations, (i) reading (or accessing), from data storage memory,discharge parameters and/or metal-oxide indicative data correlated tometal-fuel identification data prerecorded during previous dischargingand/or recharging operations, and (ii) recording, in data storagememory, sensed recharge parameters and computed metal-fuel indicativedata correlated to metal-fuel zone identification data being read duringthe recharging operation;

FIG. 5B9′ is a perspective view of a section of an oxidized metal-fuelcard adapted for use in the Metal-Fuel Tape Recharging Subsystem shownin FIGS. 4, 5B31, 5B32 and 5B4, showing (i) its parallel metal-fuelstrips spatially registerable with the cathode strips in the cathodestructure of the discharging head partially shown in FIG. 5B8, and (ii)a magnetically-encoded data track embodying digital data for identifyingeach metal-fuel zone therealong, and facilitating during rechargingoperations, (i) reading (or access), from data storage memory, dischargeparameters and/or to metal-oxide indicative data correlated tometal-fuel zone identification data prerecorded during previousdischarging and/or recharging operations, and (ii) recording in datastorage memory, sensed recharge parameters and computed metal-fuelindicative data correlated to metal-fuel zone identification data beingread during the recharging operation;

FIG. 5B9″ is a perspective view of a section of an oxidized metal-fuelcard adapted for use in the Metal-Fuel Tape Recharging Subsystem shownin FIGS. 4, 5B31, 5A32 and 5B4, showing (i) parallel metal-fuel stripsspatially registerable with the cathode strips in the cathode structureof the rescharging head partially shown in FIG. 5B8, and (ii) anoptically-encoded data track containing a light-transmissionaperture-type code symbols on the metal-fuel card for identifying eachmetal-fuel card, and facilating during recharging operations, (i)reading (or accessing) from data storage memory, discharge parametersand/or metal-oxide indicative data correlated to metal-fuel zoneidentification data prerecorded during previous discharging and/orrecharging operations, and (ii) recording, in data storage memory,sensed recharge parameters and computed metal-fuel indicative datacorrelated to metal-fuel zone identification data being read during therecharging operation;

FIG. 5B10 is a perspective view of a recharging head within theMetal-Fuel Card Recharging Subsystem shown in FIGS. 5B31, 5B22 and 5B4,wherein during the Recharging Mode thereof, metal-fuel card istransported past the air-pervious cathode structure shown in FIG. 5B10,and five anode-contacting elements establish electrical contact with themetal-fuel strips of the transported metal-fuel card;

FIG. 5B11 is a cross-sectional view of each recharging head in theMetal-Fuel Card Recharging Subsystem hereof, taken along line 5B11—5B11of FIG. 5B8, showing the cathode structure in electrical contact withthe metal-fuel card structure of FIG. 5B9;

FIG. 5B12 is a cross-sectional view of the metal-fuel card shown in FIG.5B9, taken along line 5B12—5B12 thereof;

FIG. 5B13 is a cross-sectional view of the cathode structure of therecharging head shown in FIG. 5B10, taken along line 5B13—5B13 therein;

FIG. 5B14 is a cross-sectional view of the cathode structure of therecharging head shown in FIG. 5B10, taken along line 5B14—5B14 therein;

FIG. 5B15 is a schematic representation of the information structuremaintained within the Metal-Fuel Card Recharging Subsystem of FIG. 4,comprising a set of information fields for recording recharge parametersand metal-oxide and metal-fuel indicative data for each metal-fuel trackwithin an identified (i.e. addressed) metal-fuel card during therecharging mode of operation;

FIG. 5B16 is a schematic representation of the FCB system of FIG. 4showing a number of subsystems which enable, during the recharging modeof operation, (a)(i) reading metal-fuel card identification data from aloaded metal-fuel card, (a)(ii) recording in memory, sensed rechargeparameters and computed metal-fuel indicative data derived therefrom,and (a)(iii) reading (accessing) from memory, discharge parameters andcomputed metal-oxide and metal-fuel indicative data recorded duringprevious discharging and/or recharging operations through which theidentified metal-fuel card has been processed, and during thedischarging mode of operation, (b)(i) reading metal-fuel cardidentification data from a loaded metal-fuel card, (b)(ii) recording into memory, sensed discharge parameters and computed metal-oxideindicative data derived therefrom, and (b)(iii) reading (accessing) frommemory, recharge parameters and computed metal-oxide and metal-fuelindicative data recorded during previous discharging and/or rechargingoperations through which the identified metal-fuel card has beenprocessed;

FIG. 6 is a perspective diagram of a fifth illustrative embodiment ofthe metal-air FCB system of the present invention, wherein a firstplurality of recharged metal-fuel cards can be automatically transportedfrom its recharged metal-fuel card storage bin into the discharging bayof its Metal-Fuel Card Discharging Subsystem, while a second pluralityof oxidized metal-fuel cards are automatically transported from thedischarged metal-fuel card storage bin into the recharging bay of itsMetal-Fuel Card Recharging Subsystem for use in electrical powergeneration operations;

FIG. 7A1 is a generalized schematic representation of the metal-air FCBsystem of FIG. 6, wherein recharged metal-fuel cards are shown beingautomatically transported from the bottom of the stack of rechargedmetal-fuel cards in the recharged metal-fuel card storage bin, into thedischarging bay of the Metal-Fuel Card Discharging Subsystem;

FIG. 7A2 is a generalized schematic representation of the metal-air FCBsystem of FIG. 6, wherein discharged metal-fuel cards are shown beingautomatically transported from the discharging bay of the Metal-FuelCard Discharging Subsystem onto the top of the stack of discharged metalfuel cards in discharged metal-fuel card storage bin;

FIGS. 7A31 and 7A32, taken together, set forth a generalized schematicrepresentation of the Metal-Fuel Card Discharging Subsystem shown inFIGS. 7A1 and 7A2, wherein the subcomponents thereof are shown ingreater detail, with a plurality of recharged metal-fuel cards arrangedand ready for insertion between the cathode and anode-contactingstructures of the discharging heads thereof;

FIG. 7A4 is a schematic representation of the Metal-Fuel CardDischarging Subsystem shown in FIGS. 7A31 and 7A32, wherein theplurality of recharged metal-fuel cards are inserted between the cathodeand anode-contacting structures of the discharging heads thereof;

FIG. 7A5 sets forth a high-level flow chart setting forth the basicsteps involved during the discharging of metal-fuel cards (i.e.generating electrical power therefrom) using the Metal-Fuel CardDischarging Subsystem shown in FIGS. 7A31 through 7A4;

FIG. 7A6 is a perspective view of the cathode support structure employedin each discharging head of the Metal-Fuel Card Discharging Subsystemshown in FIGS. 7A31, 7A32 and 7A4, wherein four cathode elementreceiving recesses are provided for receiving cathode structures andelectrolyte-impregnated pads therein;

FIG. 7A7 is a schematic diagram of the oxygen-injection chamber adaptedfor use with the cathode support structure shown in FIG. 7A6;

FIG. 7A8A is a schematic diagram of a cathode structure insertablewithin the lower portion of a cathode receiving recess of the cathodesupport plate shown in FIG. 7A6;

FIG. 7A8B is a schematic diagram of an electrolyte-impregnated pad forinsertion over a cathode structure within the upper portion of a cathodereceiving recess of the cathode support plate shown in FIG. 7A6;

FIG. 7A9 is a perspective view of an unoxidized metal-fuel card fordischarging within the Metal-Fuel Discharging Subsystem of FIG. 6, andwhich comprises four spatially-isolated recesses each supporting ametal-fuel strip and permitting electrical contact with ananode-contacting electrode through an aperture formed in the bottomsurface of the recess when loaded within the discharging head;

FIG. 7A10 is a cross-sectional view of the metal-fuel support structureof FIG. 7A9, taken along line 7A10—7A10 of FIG. 7A9;

FIG. 7A11 is a perspective view of an electrode support plate supportinga plurality of electrodes which are designed to establish electricalcontact with the anodic metal-fuel strips supported within themetal-fuel support plate of FIG. 7A9, during discharging operationscarried out by the Metal-Fuel Card Discharging Subsystem of FIG. 6;

FIG. 7A12 is a perspective, exploded view of a discharging head withinthe Metal-Fuel Card Discharging Subsystem of FIG. 6, showing its cathodesupport structure, oxygen-injection chamber, metal-fuel supportstructure, and anode electrode-contacting plate thereof in adisassembled yet registered relationship;

FIG. 7A13 is a schematic representation of the information structuremaintained within the Metal-Fuel Card Discharging Subsystem of FIG. 6,comprising a set of information fields for use in recording dischargeparameters, and metal-oxide and metal-fuel indicative data for eachmetal-fuel zone within an identified (i.e. addressed) metal-fuel cardduring discharging operations;

FIG. 7B1 is a generalized schematic representation of the metal-air FCBsystem of FIG. 6, wherein a plurality of oxidized metal-fuel cards areshown being automatically transported from the bottom of the stack ofdischarged metal-fuel cards in the discharged metal-fuel card storagebin into the recharging bay of the Metal-Fuel Card Recharging Subsystemthereof;

FIG. 7B2 is a generalized schematic representation of the metal-air FCBsystem of FIG. 6, wherein recharged metal-fuel cards are shown beingautomatically transported from the recharging bay of the Metal-Fuel CardRecharging Subsystem onto the top of the stack of recharged metal fuelcards in recharged metal-fuel card storage bin;

FIGS. 7B31 and 7B32, taken together, set forth a generalized schematicrepresentation of the Metal-Fuel Card Recharging Subsystem shown inFIGS. 7B1 and 7B2, wherein the subcomponents thereof are shown ingreater detail, with a plurality of discharged metal-fuel cards readyfor insertion between the cathode and anode-contacting structures of therecharging heads thereof;

FIG. 7B4 is a schematic representation of the Metal-Fuel Card RechargingSubsystem shown in FIGS. 7B31 and 7B32, wherein a plurality ofdischarged metal-fuel cards are shown inserted between the cathode andanode-contacting structures of the metal-oxide recharging heads thereof;

FIG. 7B5 sets forth a high-level flow chart setting forth the basicsteps involved during the recharging of metal-fuel cards (i.e.converting metal-oxide into its primary metal) when using the Metal-FuelCard Recharging Subsystem shown in FIGS. 7B31 through 7B4;

FIG. 7B6 is a perspective view of the cathode support structure employedin each recharging head of the Metal-Fuel Card Recharging Subsystemshown in FIGS. 7B31, 7B32 and 7B4, wherein four cathode elementreceiving recesses are provided for receiving cathode structures andelectrolyte-impregnated pads therein;

FIG. 7B7 is a schematic diagram of a cathode structure insertable withinthe lower portion of a cathode receiving recess of the cathode supportstructure shown in FIG. 7B6;

FIG. 7B8A is a schematic diagram of a cathode structure insertablewithin the lower portion of a cathode receiving recess in the cathodesupport plate of FIG. 7B6;

FIG. 7B8B is a schematic diagram of an oxygen-evacuation chamber adaptedfor use in cathode support structure shown in FIG. 7B6;

FIG. 7B9 is a perspective view of a partially-oxidized metal-fuel carddesigned for recharging in the Metal-Fuel Recharging Subsystem of FIG.6, and comprising four spatially-isolated recesses each supporting ametal-fuel strip and permitting electrical contact with ananode-contacting electrode through an aperture formed in the bottomsurface of the recess when loaded within a recharging head;

FIG. 7B10 is a cross-sectional view of the metal-fuel support structureof FIG. 7B9, taken along line 7B10—7B10 of FIG. 7B9;

FIG. 7B11 is a perspective view of a metal-fuel support plate forsupporting a plurality of electrodes designed to establish electricalcontact with the metal-fuel strips supported within the metal-fuelsupport plate of FIG. 7B10, during recharging operations carried out bythe Metal-Fuel Card Recharging Subsystem of FIG. 6;

FIG. 7B12 is a perspective, exploded view of a recharging head withinthe Metal-Fuel Card Recharging Subsystem of FIG. 6, showing the cathodesupport structure, the metal-fuel support structure and the anodeelectrode-contacting plate thereof in a disassembled yet registeredrelationship;

FIG. 7B13 is a schematic representation of the information structuremaintained within the Metal-Fuel Card Discharging Subsystem of FIG. 6,comprising a set of information fields for use in recording rechargeparameters, and metal-fuel and metal-oxide indicative data for eachmetal-fuel track within an identified (i.e. addressed) metal-fuel cardduring recharging operations;

FIG. 7B14 is a schematic representation of the FCB system of FIG. 6showing a number of subsystems which enable, during rechargingoperations, (a)(i) reading metal-fuel card identification data from aloaded metal-fuel card, (a)(ii) recording in memory, sensed rechargeparameters and computed metal-fuel indicative data derived therefrom,and (a)(iii) reading (accessing) from memory, discharge parameters andcomputed metal-oxide and metal-oxide indicative data recorded duringprevious discharging and/or recharging operations through which theidentified metal-fuel card has been processed;

FIG. 8 is a schematic block diagram of a sixth illustrative embodimentof the metal-air FCB system of the present invention, wherein metal-fueltape discharging and recharging functions are realized in a singlehybrid-type Metal-Fuel Tape Discharging/Recharging Subsystem, whereinthe tape path-length extension mechanism employed therein extendsmetal-fuel tape to be recharged over a path which is substantiallygreater than the path maintained for metal-fuel tape to be discharged;

FIGS. 9A11 and 9A12, taken together, set forth a schematicrepresentation of the hybrid Metal-Fuel Tape Discharging/RechargingSubsystem shown in FIG. 8, wherein the configured discharging heads andrecharging heads thereof are shown withdrawn from the extendedpath-length of metal-fuel tape;

FIG. 9A2 is a schematic representation of the hybrid Metal-Fuel TapeDischarging/Recharging Subsystem shown in FIG. 8, wherein the configureddischarging heads and recharging heads are arranged about the extendedpath-length of metal-fuel tape to enable simultaneous discharging andrecharging operations to be carried out in an optimal manner;

FIG. 9B is a schematic representation of the FCB system of FIG. 8showing a number of subsystems which enable data capture, processing andstorage of discharge and recharge parameters as well as metal-fuel andmetal-oxide indicative data for use during discharging and rechargingmodes of operation;

FIG. 10 is a schematic diagram of the seventh illustrative embodiment ofthe metal-air FCB system hereof, wherein metal-fuel is provided in theform of metal-fuel cards (or sheets) contained within a cassettecartridge-like device having a partitioned interior volume for storing(re)charged and discharged metal-fuel cards in separate storagecompartments formed within the same cassette cartridge-like device;

FIG. 10A is a generalized schematic representation of the metal-air FCBsystem of FIG. 10, wherein recharged metal-fuel cards are shown beingautomatically transported from the bottom of the stack of rechargedmetal-fuel cards in the recharged metal-fuel card storage compartment,into the discharging bay of the Metal-Fuel Card Discharging Subsystemthereof, whereas discharged metal-fuel cards are shown beingautomatically transported from the discharging bay of the Metal-FuelCard Discharging Subsystem onto the top of the stack of discharged metalfuel cards in discharged metal-fuel card storage compartment;

FIG. 11 is a schematic diagram of the eighth illustrative embodiment ofthe metal-air FCB system hereof, wherein metal-fuel is provided in theform of metal-fuel cards (or sheets) contained within a cassettecartridge-like device having a partitioned interior volume for storing(re)charged and discharged metal-fuel cards in separate storagecompartments formed within the same cassette cartridge-like device and;

FIG. 11A is a generalized schematic representation of the metal-air FCBsystem of FIG. 11A, wherein recharged metal-fuel cards are shown beingautomatically transported from the bottom of the stack of rechargedmetal-fuel cards in the recharged metal-fuel card storage compartment,into the discharging bay of the Metal-Fuel Card Discharging Subsystemthereof, whereas discharged metal-fuel cards are shown beingautomatically transported from the discharging bay of the Metal-FuelCard Discharging Subsystem onto the top of the stack of discharged metalfuel cards in discharged metal-fuel card storage compartment.

DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS OF THE PRESENTINVENTION

Referring now to the figures in the accompanying Drawings, theillustrative embodiments of the present invention will now be describedin great technical detail, wherein like elements are indicated by likereference numbers.

In general, many of the rechargeable metal-air FCB-based systemsaccording to the present invention can be decomposed into a number ofsubsystems including, for example: a Metal-Fuel Transport Subsystem; aMetal-Fuel Discharging Subsystem; and a Metal-Fuel Recharging Subsystem.The function of the Metal-Fuel Transport Subsystem is to transportmetal-fuel material, in the form of tape, cards, sheets, cylinders andthe like, to the Metal-Fuel Discharge Subsystem, or the Metal-FuelRecharge Subsystem, depending on the mode of the system selected. Whentransported to or through the Metal-Fuel Discharge Subsystem, themetal-fuel is discharged by (i.e. electro-chemically reaction with) oneor more discharging heads in order produce electrical power across anelectrical load connected to the subsystem while H₂O and O₂ are consumedat the cathode-electrolyte interface during the electro-chemicalreaction. When transported to or through the Metal-Fuel RechargingSubsystem, discharged metal-fuel is recharged by one or more rechargingheads in order to convert the oxidized metal-fuel material into itssource metal material suitable for reuse in power dischargingoperations, while O₂ is released at the cathode-electrolyte interfaceduring the electrochemical reaction. The electrochemistry upon whichsuch discharging and recharging operations are based is described inApplicant's copending application Ser. No. 08/944,507, U.S. Pat. No.5,250,370, and other applied science publications well known in the art.These applied science principles will be briefly summarized below.

During discharging operations within metal-air FCB systems, metal-fuelsuch as zinc, aluminum, magnesium or beryllium is employed as anelectrically-conductive anode of a particular degree of porosity (e.g.50%) which is brought in “ionic-contact” with an electrically-conductiveoxygen-pervious cathode structure of a particular degree of porosity, byway of an ionically-conductive medium such as an electrolyte gel, KOH,NaOH or ionically-conductive polymer. When the cathode and anodestructures are brought into ionic contact, a characteristic open-cellvoltage is automatically generated. The value of this open-cell voltageis based on the difference in electro-chemical potential of the anodeand cathode materials. When an electrical load is connected across thecathode and anode structures of the metal-air FCB cell, so constructed,electrical power is delivered to the electrical load, as oxygen O₂ fromthe ambient environment is consumed and metal-fuel anode materialoxidizes. In the case of a zinc-air FCB system or device, the zinc-oxide(ZnO) is formed on the zinc anode structure during the dischargingcycle, while oxygen is consumed at or within the region between theadjacent surfaces of the cathode structure and electrolytic medium(hereinafter referred to as the “cathode-electrolyte interface” forpurposes of convenience).

During recharging operations, the Metal-Fuel Recharging Subsystem hereofapplies an external voltage source (e.g. more than 2 volts for zinc-airsystems) across the cathode structure and oxidized metal-fuel anode ofthe metal-air FCB system. Therewhile, the Metal-Fuel RechargingSubsystem controls the electrical current flowing between the cathodeand metal-fuel anode structures, in order to reverse theelectro-chemical reaction which occurred during discharging operations.In the case of the zinc-air FCB system or device, the zinc-oxide (ZnO)formed on the zinc anode structure during the discharging cycle isconverted into (i.e. reduced back) into zinc, while oxygen O₂ isreleased at the cathode-electrolyte interface to the ambientenvironment.

Specific ways of and means for optimally carrying out such dischargingand recharging processes in metal-air FCB systems and devices will bedescribed in detail below in connection with the various illustrativeembodiments of the present invention.

THE FIRST ILLUSTRATIVE EMBODIMENT OF THE METAL-AIR FCB SYSTEM OF THEPRESENT INVENTION

The first illustrative embodiment of the metal-air FCB system hereof isillustrated in FIGS. 1 through 2B16. As shown in FIG. 1, this metal-airFCB system 1 comprises a number of subsystems, namely: a Metal-Fuel TapeCassette Cartridge Loading/Unloading Subsystem 2 for loading andunloading a metal-fuel tape cassette device 3 into the FCB system duringits Cartridge Loading and Unloading Modes of operation, respectively; aMetal-Fuel Tape Transport Subsystem 4 for transporting metal-fuel tape5, supplied by the loaded cassette device, through the FCB system duringits Discharging and Recharging Modes of operation alike; a Metal-FuelTape Discharging (i.e. Power Generation) Subsystem 6 for generatingelectrical power from the metal-fuel tape during the Discharging Mode ofoperation; and a Metal-Fuel Tape Recharging Subsystem 7 forelectro-chemically recharging (i.e. reducing) sections of oxidizedmetal-fuel tape during the Recharging Mode of operation. In theillustrative embodiment of the Metal-Fuel Tape Discharging Subsystem 6to be described in greater detail hereinbelow, an assembly ofdischarging (i.e. discharging) heads are provided for dischargingmetal-fuel tape in the presence of air (O₂) and water and (H₂O) andgenerating electrical power across an electrical load connected to theFCB system.

In order to equip the metal-air FCB system with multiple dischargingheads arranged within an ultra-compact space, the Metal-Fuel TapeDischarging Subsystem 6 comprises a metal-fuel tape path-lengthextension mechanism 8, as shown in FIGS. 2A1 and 2A2. In FIG. 2A1, thepath-length extension mechanism 8 is shown in its unextendedconfiguration. When a cassette cartridge 3 is loaded into the cassettestorage bay of the FCB system, the path-length extension mechanism 8within the Metal-Fuel Tape Discharging Subsystem 6 automatically extendsthe path-length of the metal-fuel tape 5, as shown in FIG. 2A2, therebypermitting an assembly of discharging heads 9 to be arranged thereaboutfor generating electrical power during the Discharging Mode of thesystem. The many advantages of providing multiple discharging heads inthe Metal-Fuel Tape Discharging Subsystem will become apparenthereinafter.

Similarly, in order to equip the metal-air FCB system with multiplemetal-oxide reducing (i.e. recharging) heads arranged within anultra-compact space, the Metal-Fuel Tape Recharging Subsystem 7 alsocomprises a metal-fuel tape path-length extension mechanism 10. In FIG.2B1, the path-length extension mechanism 10 is shown in its unextendedconfiguration. When a cassette cartridge 3 is loaded into the cassettestorage bay of the FCB system, the path-length extension mechanism 10within the Metal-Fuel Tape Recharging Subsystem 7 automatically extendsthe path-length of the metal-fuel tape 5, as shown in FIG. 2B2, therebypermitting the assembly of recharging heads 11 to be inserted betweenand arranged about the path-length extended metal-fuel tape, forconverting metal-oxide formations into its primary metal during theRecharging Mode of operation.

In order to provide for rapid recharging of the metal-fuel tape in themetal-air FCB system of the first illustrative embodiment, the totalsurface area A_(recharge) of the recharging heads in the Metal-Fuel TapeRecharging Subsystem 7 is designed to be substantially greater than thetotal surface area A_(discharge) of the discharging heads within theMetal-Fuel Tape Discharging Subsystem 6 (i.e.A_(recharge)>>A_(discharge)), as taught in Applicant's prior U.S. Pat.No. 5,250,370, incorporated herein by reference. This design featureenables a significant decrease in recharging time, without requiring asignificant increase in volume in the housing of the FCB system. Thesesubsystem features will be described in greater detail hereinafter inconnection with the description of the Metal-Fuel Tape Discharging andRecharging Subsystems hereof.

Brief Summary of Modes of Operation of the FCB System of the FirstIllustrative Embodiment of the Present Invention

During the Cartridge Loading Mode, the cassette cartridge 3 containing asupply of charged metal-fuel tape 5 is loaded into the FCB system, bythe Cassette Loading/Unloading Subsystem 2. During the Discharging Mode,the charged metal-fuel tape within the cartridge is mechanicallymanipulated by path-length extension mechanism hereof 8 to substantiallyincrease its path-length so that the assembly of discharging heads 9 canbe arranged thereabout for electro-chemically generating electricalpower therefrom for supply to an electrical load connected thereto.During the Recharging Mode, the oxidized metal-fuel tape 5 within thecartridge is mechanically manipulated by path-length extension mechanismhereof 10 to substantially increase its path-length so that the assemblyof metal-oxide reducing (i.e. recharging) heads 11 can be arrangedthereabout for electro-chemically reducing (i.e. recharging) the oxideformations on the metal-fuel tape transported therethrough into itsprimary metal during recharging operations. During the CartridgeUnloading Mode, the cassette cartridge is unloaded (e.g. ejected) fromthe FCB system by the Cassette Loading/Unloading Subsystems.

While it may be desirable in some applications to suspend taperecharging operations while carryout tape discharging operations, theFCB system of the first illustrative embodiment enables concurrentoperation of the Discharging and Recharging Modes. Notably, this featureof the present invention enables simultaneous discharging and rechargingof metal-fuel tape during power generating operations.

Multi-Track Metal-Fuel Tape Used in the FCB System of the FirstIllustrative Embodiment

In the FCB system of FIG. 1, the metal-fuel tape 5 has multiplefuel-tracks (e.g. five tracks) as taught in copending application Ser.No. 08/944,507, supra. When using such a metal-fuel tape design, it isdesirable to design each discharging head 9 within the Metal-Fuel TapeDischarging Subsystem 6 as a “multi-track” discharging head. Similarly,each recharging head 11 within the Metal-Fuel Tape Recharging Subsystem7 hereof should be designed as a multi-track recharging head inaccordance with the principles of the present invention. As taught ingreat detail in copending application Ser. No. 08/944,507, the use of“multi-tracked” metal-fuel tape and multi-track discharging headsenables the simultaneous production of multiple supply voltages (e.g.1.2 Volts), and thus the generation and delivery of a wide range ofoutput voltages {V1, V2, . . . , Vn} to electrical loads having variousloading requirements. Such output voltages can be used for drivingvarious types of electrical loads 12 connected to output power terminals13 of the FCB system. This is achieved by configuring the individualoutput voltages produced across each anode-cathode pair during tapedischarging operations. This system functionality will be described ingreater detail hereinbelow.

In general, multi-track and single-track metal-fuel tape alike can bemade using several different techniques. Preferably, the metal-fuel tapecontained with the cassette device 3 is made from zinc as this metal isinexpensive, environmentally safe, and easy to work. Several differenttechniques will be described for making zinc-fuel tape according to thepresent invention.

For example, in accordance with a first fabrication technique, a thinmetal layer (e.g. nickel or brass) of about 1 to 10 microns thickness isapplied to the surface of low-density plastic material (drawn and cut inthe form of tape). The plastic material should be selected so that it isstable in the presence of an electrolyte such as KOH. The function ofthis thin metal layer is to provide efficient current collection at theanode surface. Thereafter, zinc powder is mixed with a binder materialand then applied as a coating (e.g. about 10 to 1000 microns thick) uponthe surface of the thin metal layer. The zinc layer should have auniform porosity of about 50% to allow ions within theionically-conducting medium (e.g. electrolyte) to flow with minimumelectrical resistance between the current collecting elements of thecathode and anode structures.

In accordance with a second fabrication technique, a thin metal layer(e.g. nickel or brass) of about 1 to 10 microns thickness is applied tothe surface of low-density plastic material (drawn and cut in the formof tape). The plastic material should be selected so that it is stablein the presence of an electrolyte such as KOH. The function of the thinmetal layer is to provide efficient current collection at the anodesurface. Thereafter zinc is electroplated onto the surface of the thinlayer of metal. The zinc layer should have a uniform porosity of about50% to allow ions within the ionically-conducting medium (e.g.electrolyte) to flow with minimum electrical resistance between thecurrent collecting elements of the cathode and anode structures.

In accordance with a third fabrication technique, zinc power is mixedwith a low-density plastic base material and drawn intoelectrically-conductive tape. The low-density plastic material should beselected so that it is stable in the presence of an electrolyte such asKOH. The electrically-conductive tape should have a uniform porosity ofabout 50% to allow ions within the ionically-conducting medium (e.g.electrolyte) to flow with minimum electrical resistance between thecurrent collecting elements of the cathode and anode structures. Then athin metal layer (e.g. nickel or brass) of about 1 to 10 micronsthickness is applied to the surface of the electrically-conductive tape.The function of the thin metal layer is to provide efficient currentcollection at the anode surface.

Each of the above-described techniques for manufacturing metal-fuel tapecan be ready modified to produce “double-sided” metal-fuel tape, inwhich single track or multi-track metal-fuel layers are provided on bothsides of the flexible base (i.e. substrate) material. Such embodimentsof metal-fuel tape will be useful in applications where dischargingheads are to be arranged on both sides of metal-fuel tape loaded withinthe FCB system. When making double-sided metal-fuel tape, it will benecessary in most embodiments to form a current collecting layer (ofthin metal material) on both sides of the plastic substrate so thatcurrent can be collected from both sides of the metal-fuel tape,associated with different cathode structures. When making double-sidedmulti-tracked fuel tape, it may be desirable or necessary to laminatetogether two lengths of multi-track metal-fuel tape, as describedhereinabove, with the substrates of each tape-length in physicalcontact. Adaptation of the above-described methods to producedouble-sided metal-fuel tape will be readily apparent to those skilledin the art having had the benefit of the present disclosure. In suchillustrative embodiments of the present invention, the anode-contactingstructures within the each discharging head will be modified so thatelectrical contact is established with each electrically-isolatedcurrent collecting layer formed within the metal-fuel tape structurebeing employed therewith.

Methods and Devices for Packaging Metal-Fuel Tape of the PresentInvention

Multi-track metal-fuel tape 5 made in the manner described above can bepackaged in a variety of different ways. One packaging technique wouldbe to roll the metal-fuel tape off a supply reel, and take it up on atake-up reel in the manner that 9-track digital recording tape ishandled. Another handling technique, which is preferred over thereel-to-reel technique, involves storing the metal-fuel tape within acompact cassette cartridge device (“cassette fuel cartridge”). As shownin FIG. 1, the cassette device 5 has a housing 14 containing a pair ofspaced-apart spindles 15A and 15B, about which a supply of metal-fueltape 5 (5′, 5″) is wound in a manner similar to a video-cassette tape.The cassette cartridge device 5 also includes a pair of spaced aparttape guiding rollers 16A and 16B mounted in the front corners of thecassette housing, and an opening 17 formed in the front end portion 14A(i.e. side wall and top surface) thereof.

Front-end opening 14A shown in FIG. 1 serves a number of importantfunctions, namely: it allows the “multi-track” discharging head assembly9 to be moved into a properly aligned position with respect to the“path-length extended” metal-fuel tape during discharging operations; itallows the discharging head assembly to be moved away from the extendedpath-length of metal-fuel tape when the cassette cartridge is removedfrom the discharging bay of the Metal-Fuel tape Discharging Subsystem;it allows the tape path-length extension mechanism 10, integrated intothe FCB recharging subsystem 7, to engage a section of the metal-fueltape and then extend its path length by way of the two-step processillustrated in FIGS. 2A1 through 2B2.

Cassette housing opening 14A also allows the “multi-track” recharginghead assembly 11 associated with the Metal-Fuel Recharging Subsystem 7to be moved into properly aligned position with respect to the“path-length extended” portion of the discharged metal-fuel tape duringrecharging operations; it also allows the recharging head assembly 11 tobe removed (i.e. withdrawn) from the metal-fuel tape when the cassettecartridge is removed from the cassette storage bay 15 of the FCB system.A retractable window or door 14B can be mounted over this opening withinthe cassette housing in order to close off the cassette interior fromthe environment when the device is not installed within the cassettestorage bay of the system. Various types of spring-biased mechanisms canbe used to realize the retractable window of the cassette cartridge ofthe present invention.

While not shown, tape-tensioning mechanisms may also be included withinthe cassette housing in order to ensure that the metal-fuel tapemaintains proper tension during unwinding and rewinding of themetal-fuel tape in either the Discharging Mode or Recharging Mode ofoperation. The cassette housing can be made from any suitable materialdesigned to withstand heat and corrosion. Preferably, the housingmaterial is electrically non-conducting to provide an added measure ofuser-safety during tape discharging and recharging operations.

Cassette Cartridge Loading/Unloading Subsystem for the FirstIllustrative Embodiment of the Metal-Air FCB System of the PresentInvention

As schematically illustrated in FIGS. 1, 2A31, 2A32 and 2A4, and shownin detail in copending U.S. application Ser. No. 08/944,507, theCassette Cartridge Loading/Unloading Transport Subsystem 2 in the FCBsystem of FIG. 1 comprises a number of cooperating mechanisms, namely: acassette receiving mechanism 16A for automatically (i) receiving thecassette cartridge 3 at a cassette insertion port 17A formed in thefront panel of the system housing 17, and (ii) withdrawing the cartridgeinto the cassette storage bay therewithin; an automatic door openingmechanism 16B for opening the door formed in the cassette cartridge (formetal-fuel tape access) when the cartridge is received within thecassette storage bay of the FCB system; and an automatic cassetteejection mechanism 16C for ejecting the cassette cartridge from thecassette storage bay through the cassette insertion port in response toa predetermined condition (e.g., the depression of an “ejection” buttonprovided on the front panel of the system housing, automatic sensing ofthe end of the metal-fuel tape, etc.).

In the illustrative embodiment of FIG. 1, the cassette receivingmechanism 16A can be realized as a platform-like carriage structure thatsurrounds the exterior of the cassette cartridge housing. Theplatform-like carriage structure can be supported on a pair of parallelrails, by way of rollers, and translatable therealong by way of anelectric motor and cam mechanism. These devices are operably connectedto the system controller which will be described in greater detailhereinafter. The function of the cam mechanism is to convert rotationalmovement of the motor shaft into a rectilinear motion necessary fortranslating the platform-like carriage structure along the rails when acassette is inserted within the platform-like carriage structure. Aproximity sensor, mounted within the system housing, can be used todetect the presence of the cassette cartridge being inserted through theinsertion port and placed within the platform-like carriage structure.The signal produced from the proximity sensor can be provided to thesystem controller in order to initiate the cassette cartridge withdrawalprocess in an automated manner.

Within the system housing, the automatic door opening mechanism 16B canbe realized by any suitable mechanism that can slide the cassette door14B into its open position when the cassette cartridge is completelywithdrawn into the cassette storage bay. In the illustrative embodiment,the automatic cassette ejection mechanism 16C employs the same basicstructures and functionalities of the cassette receiving mechanismdescribed above. The primary difference is the automatic cassetteejection mechanism responds to the depression of an “ejection” buttonprovided on the front panel of the system housing, or functionallyequivalent triggering condition or event. When the button is depressed,the system controller automatically causes the discharging heads to betransported away from the metal-fuel tape, the path-length extendedmetal-fuel tape to become unextended, and the cassette cartridgeautomatically ejected from the cassette storage bay, through thecassette insertion port.

Notably, the control functions required by the Cassette CartridgeLoading/Unloading Subsystem 2, as well as all other subsystems withinthe FCB system of the first illustrative embodiment, are carried out bythe system controller 18, shown in FIGS. 2A31, 2A32 and 2A4. In theillustrative embodiments hereof, the system controller 18 is realized bya programmed microcontroller (i.e. microcomputer) having program storagememory (ROM), data storage memory (RAM) and the like operably connectedby one or more system buses well known in the microcomputing and controlarts.

Metal-Fuel Tape Transport Subsystem for the First IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 2A31, 2A32 and 2A4, the metal-fuel tape transportsubsystem 4 of the first illustrative embodiment comprises: a pair ofsynchronized electric motors 19A and 19B for engaging spindles 20A and20B in the metal-fuel cartridge 3 when it is inserted in the cassettereceiving bay of the system, and driving the same in either forward orreverse directions under synchronous control during the Discharging Modeand (Tape) Recharging Mode of operation; electrical drive circuits 21Aand 21B for producing electrical drive signals for the electric motors19A and 19B; and a tape-speed sensing circuit 22 for sensing the speedof the metal-fuel tape (i.e. motors) and producing signals indicativethereof for use by the system controller 18 to control the speed of themetal-fuel tape during discharging and recharging operations. As themetal-fuel tape transport subsystem 4 of the first illustrativeembodiment employs the system controller 18, it is proper to include thesystem controller 18 as a supporting subsystem component within themetal-fuel tape transport subsystem 4.

The Metal-Fuel Tape Discharging Subsystem for the First IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 2A31, 2A32 and 2A4, the metal-fuel tape dischargingsubsystem 6 of the first illustrative embodiment comprises a number ofsubsystems, namely: an assembly of multi-track discharging heads 9, eachhaving multi-element cathode structures and anode-contacting structureswith electrically-conductive output terminals connectable in a manner tobe described hereinbelow; an assembly of metal-oxide sensing heads 23for sensing the presence of metal-oxide formation along particular zonesof metal fuel tracks as the metal fuel tape is being transported pastthe discharging heads during the Discharging Mode; a metal-fuel tapepath-length extension mechanism 8, as schematically illustrated in FIGS.2A1 and 2A2 and described above, for extending the path-length of themetal-fuel tape over a particular region of the cassette device 5, andenabling the assembly of multi-track discharging heads to be arrangedthereabout during the Discharging Mode of operation; a discharging headtransport subsystem 24 for transporting the subcomponents of thedischarging head assembly 9 (and the metal-oxide sensing head assembly24) to and from the metal-fuel tape when its path-length is arranged inan extended configuration by the metal-fuel tape path-length extensionmechanism 8; a cathode-anode output terminal configuration subsystem 25for configuring the output terminals of the cathode and anode-contactingstructures of the discharging heads under the control of the systemcontroller 18 so as to maintain the output voltage required by aparticular electrical load connected to the Metal-Fuel Tape DischargingSubsystem; a cathode-anode voltage monitoring subsystem 26, connected tothe cathode-anode output terminal configuration subsystem 25 formonitoring (i.e. sampling) the voltage produced across cathode and anodeof each discharging head, and producing (digital) data representative ofthe sensed voltage level; a cathode-anode current monitoring subsystem27, connected to the cathode-anode output terminal configurationsubsystem 25, for monitoring (e.g. sampling) the current flowing acrossthe cathode and anode of each discharging head during the DischargingMode, and producing digital data signals representative of the sensedcurrent levels; a cathode oxygen pressure control subsystem, comprisingthe system controller 18, solid-state pO₂ sensors 28, vacuum chamber(structure) 29 shown in FIGS. 2A7 and 2A8, vacuum pump 30, airflowcontrol device 31, manifold structure 32, and multi-lumen tubing 33shown in FIG. 2A8, for sensing and controlling the pO₂ level within thecathode structure of each discharging head 9; a metal-fuel tape speedcontrol subsystem, comprising the system controller 18, motor drivecircuits 21A and 21B, and tape velocity (i.e. speed and direction)sensor/detector 22, for bi-directionally controlling the speed ofmetal-fuel tape relative to the discharging heads, in either forward orreverse tape directions; an ion-concentration control subsystem,comprising the system controller 18, solid-state moisture sensor 34,moisturizing (e.g. humidifying or wicking element) 35, for sensing andmodifying conditions within the FCB system (e.g. the moisture orhumidity level at the cathode-electrolyte interface of the dischargingheads) so that the ion-concentration at the cathode-electrolyteinterface is maintained within an optimal range during the DischargeMode of operation; discharge head temperature control subsystemcomprising the system controller 18, solid-state temperature sensors(e.g. thermistors) 271 embedded within each channel of the multi-cathodesupport structure hereof, and a discharge head cooling device 272,responsive to control signals produced by the system controller 18, forlowering the temperature of each discharging channel to within anoptimal temperature range during discharging operations; arelational-type metal-fuel database management subsystem (MFDMS) 275operably connected to system controller 18 by way of local bus 276, anddesigned for receiving particular types of information derived from theoutput of various subsystems within the Metal-Fuel Tape DischargingSubsystem 6; a Data Capture and Processing Subsystem (DCPS) 277,comprising data reading head 38 embedded within or mounted closely tothe cathode support structure of each discharging head 9, metal-oxidesensing head assembly 23 and associated circuitry, and a programmedmicroprocessor-based data processor adapted to receive data signalsproduced from voltage monitoring subsystem 26, cathode-anode currentmonitoring subsystem 27, metal-oxide sensing head assembly 23, thecathode oxygen pressure control subsystem and the ion-concentrationcontrol subsystem hereof, and enable (i) the reading of metal-fuel zoneidentification data from transported metal-fuel tape 5, (ii) therecording of sensed discharge parameters and computed metal-oxideindicative data derived therefrom in the Metal-Fuel Database ManagementSubsystem (MFDMS) 275 using local system bus 278 shown in FIG. 2B17, and(iii) the reading of prerecorded recharge parameters and prerecordedmetal-fuel indicative data stored in the Metal-Fuel Database ManagementSubsystem (MFDMS) using the same local system bus 278; an output (i.e.discharging) power regulation subsystem 40 connected between the outputterminals of the cathode-anode output terminal configuration subsystem25 and the input terminals of the electrical load 12 connected to theMetal-Fuel Tape Discharging Subsystem 6, for regulating the output powerdelivered across the electrical load (and regulate the voltage and/orcurrent characteristics as required by the Discharge Control Methodcarried out by the system controller); an input/output control subsystem41, interfaced with the system controller 18, for controlling allfunctionaries of the FCB system by way of a remote system or resultantsystem, within which the FCB system is embedded; and system controller18, interfaced with system controller 18′ within the Metal-Fuel TapeRecharging Subsystem 7 by way of global system bus 279, as shown in FIG.2B17, and having various means for managing the operation of the abovementioned subsystems during the various modes of system operation. Thesesubsystems will be described in greater technical detail below.

Multi-Track Discharging Head Assembly within the Metal-Fuel TapeDischarging Subsystem

The function of the assembly of multi-track discharging heads 9 is togenerate electrical power across the electrical load as metal-fuel tapeis transported therethrough during the Discharging Mode of operation. Inthe illustrative embodiment shown in FIGS. 2A6 and 2A7, each discharginghead 9 comprises: a cathode element support plate 42 having a pluralityof isolated channels 43 permitting the free passage of oxygen (O2)through the bottom portion 44 of each such channel; a plurality ofelectrically-conductive cathode elements (e.g. strips) 45 for insertionwithin the lower portion of these channels, respectively; a plurality ofelectrolyte-impregnated strips 46 for placement over the cathode strips45, and support within the channels 29, respectively, as shown in FIG.2A7; and an oxygen-injection chamber 29 mounted over the upper (back)surface of the cathode element support plate 44, in a sealed manner.

As shown in FIGS. 2A13 and 2A14, each oxygen-injection chamber 29 has aplurality of subchambers 29A through 29E physically associated withchannels 43 wherein each subchamber is isolated from all othersubchambers and is arranged in fluid communication with one channel inthe electrode support plate supporting one electrode element and oneelectrolyte impregnated element. As shown, each subchamber within thedischarging head assembly is arranged in fluid communication with an aircompressor or O₂ gas supply means (e.g. tank or cartridge) 30 via onelumen of multi-lumen tubing 33, one channel of manifold assembly 32 andone channel of electronically-controlled air-flow switch 31, shown inFIGS. 2A31, 2A32, and 2A4, and whose operation is controlled by systemcontroller 18. This arrangement enables the system controller 18 toindependently control the pO₂ level in each oxygen-injection chamber 29Athrough 29E within an optimal range during discharging operations,within the discharging head assembly, by selectively pumping pressurizedair through the corresponding air flow channel in the manifold assembly32 under the management of the system controller 18.

In the illustrative embodiment, electrolyte-impregnated strips 46Athrough 46E are realized by impregnating an electrolyte-absorbingcarrier medium with a gel-type electrolyte. Preferably, theelectrolyte-absorbing carrier strip is realized as a strip oflow-density, open-cell foam material made from PET plastic. Thegel-electrolyte for each discharging cell is made from a formulaconsisting of an alkali solution (e.g. KOH), a gelatin material, water,and additives known in the art.

In the illustrative embodiment, each cathode strip is made from a sheetof nickel wire mesh 47 coated with porous carbon material and granulatedplatinum or other catalysts 48 to form a cathode suitable for use inmetal-air FCB systems. Details of cathode construction are disclosed inU.S. Pat. Nos. 4,894,296 and 4,129,633, incorporated herein byreference. To form a current collection pathway, an electrical conductor49 is soldered to the underlying wire mesh sheet of each cathode strip.As shown in FIG. 2C2, each electrical conductor 49 is passed through asmall hole 50 formed in the bottom surface of a channel 43 of thecathode support plate, and is connected to the cathode-anode outputterminal configuration subsystem 25. As shown, the cathode strip pressedinto the lower portion of the channel to secure the same therein. Asshown in FIG. 2A7, the bottom surface 44 of each channel 43 has numerousperforations 43A formed therein to allow the free passage of oxygen tothe cathode strip. In the illustrative embodiment, anelectrolyte-impregnated strip 46 is placed over a cathode strip 45 andis secured within the upper portion of the cathode supporting channel43. As shown in FIG. 2A8, when the cathode strip and thin electrolytestrip are mounted in their respective channel in the cathode supportplate, the outer surface of the electrolyte-impregnated strip isdisposed flush with the upper surface of the plate defining thechannels, thereby permitting metal-fuel tape to be smoothly transportedthereover during tape discharging operations.

Hydrophobic agents are added to the carbon material constituting theoxygen-pervious cathode elements within the discharging head assembly 9to ensure the expulsion of water therefrom during dischargingoperations. Also, the interior surfaces of the cathode support channelsare coated with a hydrophobic film (e.g. Teflon) 51 to ensure theexpulsion of water within electrolyte-impregnated strips 47 and thusachieve optimum oxygen transport across the cathode strips, to theinjection-chamber 29 during the Discharging Mode. Preferably, thecathode support plate is made from an electrically non-conductivematerial, such as polyvinyl chloride (PVC) plastic material well knownin the art. The cathode support plate and evacuation chamber can befabricated using injection molding technology also well known in theart.

In order to sense the partial oxygen pressure within the cathodestructure during the Discharging Mode, for use in effective control ofelectrical power generated from discharging heads, a solid-state pO₂sensor 28 is embedded within each channel of the cathode support plate42, as illustrated in FIG. 2A7, and operably connected to the systemcontroller 18 as an information input device thereto. In theillustrative embodiment, the pO2 sensor can be realized using well-knownpO₂ sensing technology employed to measure (in vivo) pO2 levels in theblood of humans. Such prior art sensors can be constructed usingminiature diodes which emit electromagnetic radiation at two or moredifferent wavelengths that are absorbed at different levels in thepresence of oxygen in blood, and such information can be processed andanalyzed to produce a computed measure of pO2 in a reliable manner, astaught in U.S. Pat. No. 5,190,038 and references cited therein, eachbeing incorporated hereinby reference. In the present invention, thecharacteristic wavelengths of the light emitting diodes can be selectedso that similar sensing functions can be carried out within thestructure of the cathode in each discharging head, in a straightforwardmanner.

The multi-tracked fuel tape contained within the cassette fuel cartridgeof FIG. 2 is shown in greater structural detail in FIG. 2A9. As shown,the metal-fuel tape 5 comprises: an electrically non-conductive baselayer 53 of flexible construction (i.e. made from a plastic materialstable in the presence of the electrolyte); a plurality of parallelextending, spatially-separated strips of metal (e.g. zinc) 54A, 54B,54C, 54D and 54E disposed upon the ultra-thin current-collecting layer(not shown) itself disposed upon the base layer 53; a plurality ofelectrically non-conductive strips 55A, 55B, 55C, 55D and 55E disposedupon the base layer, between pairs of fuel strips 54A, 54B, 54C, 54D and54E; and a plurality of parallel extending channels (e.g. grooves) 56A,56B, 56C 56D and 56E formed in the underside of the base layer, oppositethe metal fuel strips thereabove, for allowing electrical contact withthe metal-fuel tracks 54A, 54B, 54C, 54D and 54E through the groovedbase layer. Notably, the spacing and width of each metal-fuel strip isdesigned so that it is spatially-registered with a corresponding cathodestrip in the discharging head of the system in which the metal-fuel tapeis intended to be used.

The metal-fuel tape described above can be made by applying zinc stripsonto a layer of base plastic material 53 in the form of tape, using anyof the fabrication techniques described hereinabove. The metal stripscan be physically spaced apart, or separated by Teflon, in order toensure electrical isolation therebetween. Then, the gaps between themetal strips can be filled in by applying a coating of electricallyinsulating material, and thereafter, the base layer can be machined,laser etched or otherwise treated to form fine channels therein forallowing electrical contact with the individual metal fuel stripsthrough the base layer. Finally, the upper surface of the multi-trackedfuel tape can be polished to remove any electrical insulation materialfrom the surface of the metal fuel strips which are to come in contactwith the cathode structures during discharging.

In FIG. 2A10, an exemplary metal-fuel (anode) contacting structure 58 isdisclosed for use with the multi-tracked cathode structure shown inFIGS. 2A7 and 2A8. As shown, a plurality of electrically-conductiveelements 60A, 60B, 60C, 60D, and 60E are supported from an platform 61disposed adjacent the travel of the fuel tape within the cassettecartridge. Each conductive element 60A through 60E has a smooth surfaceadapted for slidable engagement with one track of metal-fuel through thefine groove formed in the base layer 53 of the metal-fuel tapecorresponding to fuel track. Each conductive element is connected to anelectrical conductor which is connected to the cathode-anode outputterminal configuration subsystem 25 under the management of the systemcontroller 18. The platform 61 is operably associated with thedischarging head transport subsystem 24 and can be designed to be movedinto position with the fuel tape during the Discharging Mode of thesystem, under the control of the system controller.

Notably, the use of multiple discharging heads, as in the illustrativeembodiments hereof, rather than a single discharging head, allows morepower to be produced from the discharging head assembly for delivery lothe electrical load while minimizing heat build-up across the individualdischarging heads. This feature of the Metal-Fuel Tape DischargingSubsystem extends the service-life of the cathodes employed within thedischarging heads thereof.

Metal-Oxide Sensing Head Assembly within the Metal-Fuel Tape DischargingSubsystem

The function of the Metal-Oxide Sensing Head Assembly 23 is to sense (inreal-time) the current levels produced across the individual fuel tracksduring discharging operations, and generate electrical data signalsindicating the degree to which portions of metal-fuel tracks have beenoxidized and thus have little or no power generation potential. As shownin FIGS. 2Al5, each multi-track metal-oxide sensing head 23 in theassembly thereof comprises a number of subcomponents, namely: a positiveelectrode support structure 63 for supporting a plurality of positivelyelectrode elements 64A, 64B, 64C, 64D and 64E, each in registration withthe upper surface of one of the fuel tracks (that may have beenoxidized) and connected to a low voltage power supply terminal 65A, 65B,65C, 65D and 65E provided by current sensing circuitry 66 which isoperably connected to the Data Capture and Processing Subsystem 277within the Metal-Fuel Tape Discharging Subsystem 6, as shown in FIGS.2A31, 2A32 and 2A4; and a negative electrode support structure 67 forsupporting a plurality of negative electrode elements 68A, 68B, 68C, 68Dand 68E, each in registration with the lower surface of the fuel tracksand connected to a low voltage power supply terminal 69A, 69B, 69C, 69Dand 69E, respectively, provided by current sensing circuitry 66.

In the illustrative embodiment shown in FIGS. 2A31, 2A32 and 2A4, eachmulti-track metal-oxide sensing head 23 is disposed immediately before adischarging head 9 in order to sense the actual condition of themetal-fuel tape therebefore and provide a data signal to the systemcontroller 18 for detection and determination of the actual amount ofmetal-oxide present thereon before the discharging. While only onemetal-oxide sensing head assembly 23 is shown in the first illustrativeembodiment of the FCB system hereof, it is understood that forbi-directional tape-based FCB systems, it would be preferred to installone metal-oxide sensing head assembly 23 on each end of the discharginghead assembly so that the system controller can “anticipate” whichmetal-fuel zones are “dead” or devoid of metal-fuel regardless of thedirection that the metal-fuel tape is being transported at anyparticular instant in time. With such an arrangement, the Metal-FuelTape Discharging Subsystem 6 is capable of determining (i.e. estimating)which portions of which metal-fuel tracks have sufficient electricalpower generation capacity for discharge operations, and which do not,and to control the metal-fuel tape transport subsystem so as todischarge metal-fuel tape in an optimal manner during the DischargingMode of operation. Details concerning this aspect of the presentinvention will be described hereinafter.

Metal-Fuel Tape Path-Length Extension Mechanism Within the Metal-FuelTape Discharging Subsystem

As shown in FIGS. 2A31, 2A32 and 2A4, the tape path-length extensionmechanism 8 of the illustrative embodiment comprises: a first array ofrollers 71A through 71E mounted on support structure 72 for contactingthe metal-fuel portion of the metal-fuel tape when the cassette device 3is inserted into the cassette receiving port of the FCB system; a secondarray of rollers 73A through 73D disposed between the array ofstationary rollers 71A through 71E and mounted on support structure 74,for contacting the base portion of the metal-fuel tape when the cassettedevice is inserted into the cassette receiving port of the FCB system;and a transport mechanism 75 of electromechanical construction, fortransporting roller support structures 72 and 74 relative to the systemhousing and each other in order to carry out the functions of thissubsystem described in greater detail hereinbelow.

In the configuration shown in FIGS. 2A31 and 2A32, the tape path-lengthmechanism 8 is arranged so that the first and second sets of rollers 71Athrough 71E and 73A through 73D barely contacting opposite sides of themetal-fuel tape when the cassette device 3 is inserted within thecassette receiving port of the FCB system. As shown in FIG. 2A4, thesecond set of rollers 73A through 73D are displaced (i.e transported) adistance relative to the first set of stationary rollers 71A through71E, thereby causing the path-length of the metal-fuel tape to becomesubstantially extended from the path-length shown in the configurationof FIGS. 2A31 and 2A32. This extended path-length permits a plurality ofdischarging heads 9 to be arranged thereabout during the dischargingmode of operation. In this configuration, the cathode structure 76 ofeach discharging head is in ionic contact with the metal-fuel structuresalong the metal-fuel tape, while the anode-contacting structure 77 ofeach discharging head is in electrical contact with the metal-fuelstructures of the tape. In this configuration, the metal-fuel tape isarranged so that a plurality of discharging heads can be arranged aboutthe metal-fuel tape during power discharging operations. The use ofmultiple discharging heads enables low current loading of the metal-fueltape during power generation, and thus provides improved control overthe formation of metal-oxide during power generation operations. Suchadvantages will become apparent hereinafter.

Discharging Head Transport Subsystem Within the Metal-Fuel TapeDischarging Subsystem

The primary function of the discharging head transport subsystem is totransport the assembly of discharging heads 9 (and metal-oxide sensingheads 23 supported thereto) about the metal-fuel tape that has beenpath-length extended, as shown in FIGS. 2A31 and 2A32. When properlytransported, the cathode and anode-contacting structures of thedischarging heads are brought into “ionically-conductive” and“electrically-conductive” contact with the metal-fuel tracks ofmetal-fuel tape while the metal-fuel tape is transported through thedischarging head assembly by the metal-fuel tape transport subsystemduring the discharging mode of operation.

Discharging head transport subsystem 24 can be realized using any one ofa variety of electromechanical mechanisms capable of transporting thecathode structure 76 and anode-contacting structure 77 of eachdischarging head away from the metal-fuel tape 5, as shown in FIGS. 2A31and 2A32, and about the metal-fuel tape as shown in FIG. 2A4. As shown,these transport mechanisms are operably connected to system controller18 and controlled by the same in accordance with the system controlprogram carried out thereby.

Cathode-Anode Output Terminal Configuration Subsystem Within theMetal-Fuel Tape Discharging Subsystem

As shown in FIGS. 2A31 and 2A32 and 2A4, the cathode-anode outputterminal configuration subsystem 25 is connected between the inputterminals of the discharging power regulation subsystem 40 and theoutput terminals of the cathode-anode pairs within the assembly ofdischarging heads 9. The system controller 18 is operably connected tocathode-anode output terminal configuration subsystem 25 in order tosupply control signals for carrying out its functions during theDischarging Mode of operation.

The function of the cathode-anode output terminal configurationsubsystem 25 is to automatically configure (in series or parallel) theoutput terminals of selected cathode-anode pairs within the dischargingheads of the Metal-Fuel Tape Discharging Subsystem 6 so that therequired output voltage level is produced across the electrical loadconnected to the FCB system during tape discharging operations. In theillustrative embodiment of the present invention, the cathode-anodeoutput terminal configuration mechanism 25 can be realized as one ormore electrically-programmable power switching circuits usingtransistor-controlled technology, wherein the cathode andanode-contacting elements within the discharging heads 9 are connectedto the input terminals of the output power regulating subsystem 40. Suchswitching operations are carried out under the control of the systemcontroller 18 so that the required output voltage is produced across theelectrical load connected to the output power regulating subsystem ofthe FCB system.

Cathode-Anode Voltage Monitoring Subsystem within the Metal-Fuel TapeDischarging Subsystem

As shown in FIGS. 2A31, 2A32 and 2A4, the cathode-anode voltagemonitoring subsystem 26 is operably connected to the cathode-anodeoutput terminal configuration subsystem 25 for sensing voltage levelsand the like therewithin. While not shown, this subsystem is alsooperably connected to the system controller 18 for receiving controlsignals required to carry out its functions. In the first illustrativeembodiment, the cathode-anode voltage monitoring subsystem 26 has twoprimary functions: to automatically sense the instantaneous voltagelevel produced across the cathode-anode structures associated with eachmetal-fuel track being transported through each discharging head duringthe Discharging Mode; and to produce a (digital) data signal indicativeof the sensed voltages for detection, analysis and processing within theData Capture and Processing Subsystem 277, and subsequent recordingwithin the Metal-Fuel Database Management Subsystem 275 which isaccessible by the system controller 18 during the Discharge Mode ofoperation.

In the first illustrative embodiment of the present invention, theCathode-Anode Voltage Monitoring Subsystem 26 can be realized usingelectronic circuitry adapted for sensing voltage levels produced acrossthe cathode-anode structures associated with each metal-fuel tracktransported through each discharging head within the Metal-Fuel TapeDischarging Subsystem 6. In response to such detected voltage levels,the electronic circuitry can be designed to produce a digital datasignals indicative of the sensed voltage levels.

Cathode-Anode Current Monitoring Subsystem within the Metal-Fuel TapeDischarging Subsystem

As shown in FIGS. 2A31, 2A32 and 2A4, the cathode-anode currentmonitoring subsystem 27 is operably connected to the cathode-anodeoutput terminal configuration subsystem 25. The cathode-anode currentmonitoring subsystem 27 has two primary functions: to automaticallysense the magnitude of electrical current flowing through thecathode-anode pair of each metal-fuel track along each discharging headassembly within the Metal-Fuel Tape Discharging Subsystem during thedischarging mode; and to produce a digital data signal indicative of thesensed current for detection, analysis and processing within the DataCapture and Processing Subsystem 277, and subsequent recording withinthe Metal-Fuel Database Management Subsystem 275 which is accessible bythe system controller 18 during the Discharge Mode of operation.

In the first illustrative embodiment of the present invention, theCathode-Anode Current Monitoring Subsystem 27 can be realized usingcurrent sensing circuitry for sensing the electrical current passedthrough the cathode-anode pair of each metal-fuel track along eachdischarging head assembly, and producing a digital data signalindicative of the sensed current. As will be explained in greater detailhereinafter, these detected current levels are stored in the Metal-FuelDatabase Management Subsystem 275 and can be readily accessed by thesystem controller 18 in various ways, namely: carrying out itsdischarging power regulation method; creating a “discharging conditionhistory” for each zone or subsection of discharged metal-fuel tape; etc.

Cathode Oxygen Pressure Control Subsystem within the Metal-Fuel TapeDischarging Subsystem

The function of the cathode oxygen pressure control subsystem (28, 30,31, 18) defined above is to sense the oxygen pressure (pO₂) within eachchannel of the cathode structure of the discharging head 9, and inresponse thereto, control (i.e. increase or decrease) the same byregulating the air (O₂) pressure within such cathode structures. Inaccordance with the present invention, the partial oxygen pressure (PO₂)within each channel of the cathode structure of each discharging head 9provides a measure of the oxygen concentration therewithin and thus ismaintained at an optimal level in order to allow optimal oxygenconsumption within the discharging heads during the Discharging Mode. Bymaintaining the pO₂ level within each channel of the cathode structure,power output produced from the discharging heads can be increased in acontrollable manner. Also, by monitoring changes in pO₂ and producingdigital data signals representative thereof for detection and analysisby the system controller, the system controller 18 is provided with acontrollable variable for use in regulating electrical power supplied tothe electrical load 12 during the Discharging Mode.

In the first illustrative embodiment of the FCB system hereof shown inFIG. 1, the data signals produced by the solid-state pO₂ sensors 28Athrough 28E embodied within the discharging heads 9 are provided to theData Capture and Processing Subsystem 277, as shown in FIGS. 2A31, 2A32,and 2A4. The Data Capture and Processing Subsystem 277 receives thesesignals, converts them into digital data and the like and then recordsthe resulting information items within the information structure shownin FIG. 2A16, managed within the Metal-Fuel Database ManagementSubsystem 275 with the Metal-Fuel Tape Discharging Subsystem 6. Suchdischarge parameters can be accessed by the system controller 18 at anytime over local bus 276 in order to independently control the level ofpO₂ within each of the channels of the discharging heads 9 hereof duringdischarging operations.

Metal-Fuel Tape Speed Control Subsystem within the Metal-Fuel TapeDischarging Subsystem

During the Discharging Mode, the function of Metal-Tape Speed ControlSubsystem 4 is to control the speed of the metal-fuel tape over thedischarging heads within the Metal-Fuel Tape Discharging Subsystem 6. Inthe illustrative embodiment, metal-fuel tape speed control subsystem 18comprises a number of subcomponents, namely: the system controller 18;the motor speed circuits 21A and 21B; and tape velocity sensor 22. Inresponse to the transport of tape past the velocity sensor 22, a datasignal indicative of the tape velocity (i.e. speed and direction) isgenerated and supplied to the Data Capture and Processing Subsystem 277.Upon processing this data signal, the Data Capture and ProcessingSubsystem 277 produces digital data representative of the sampled tapevelocity which is then stored in the Metal-Fuel Database ManagementSubsystem 275, correlated with the metal-fuel zone identification data(i.e. barcode) read by the same subsystem. In accordance with the PowerDischarge Regulation Method being carried out, the system controller 18automatically reads the tape velocity data from the Metal-Fuel DatabaseManagement Subsysteirn 275 by way of local system bus 276. Using thisinformation, the system controller 18 automatically controls (i.e.increases or decreases) the instantaneous velocity of the metal-fueltape, relative to the discharging heads. Such tape velocity control isachieved by generating appropriate control signals for driving electricmotors 19A and 19B coupled to the supply and take-up reels of metal-fueltape being discharged.

The primary reason for controlling the velocity of metal-fuel tape isthat this parameter determines how much electrical current (and thuspower) can be produced from metal-fuel tape during transport througheach discharging head within the Metal-Fuel Tape Discharging Subsystem6. Ideally, during the Discharging Mode, it is desirable to transportthe metal-fuel tape as slow as possible through the discharging headassembly in order to deliver the amount of electrical power required bythe connected load 12. However, for practical reasons, the velocity ofthe metal-fuel tape will be controlled so that the cathode-anode current(i_(ac)) generated in each discharging head will satisfy the electricalpower requirements of the connected load 12. In many applications wherethe power requirements of the electrical load are below the maximumoutput power capacity of the FCB system, the velocity of the metal-fueltape will be controlled so that the total metal fuel amount (TMFA) alongeach metal-fuel zone is completely consumed upon a single complete passthrough all of the discharging heads within the discharging headassembly, thereby distributing the electrical load and heat generationevenly across each of the discharging heads. This will serve to maximizethe service-life of the discharging heads.

Ion-Concentration Control Subsystem within the Metal-Fuel TapeDischarging Subsystem

In order to achieve high-energy efficiency during the Discharging Mode,it is necessary to maintain an optimal concentration of(charge-carrying) ions at the cathode-electrolyte interface of eachdischarging head within the Metal-Fuel Tape Discharging Subsystem 6.Thus it is the primary function of the ion-concentration controlsubsystem (18, 34, 35, 36) to sense and modify conditions within the FCBsystem so that the ion-concentration at the cathode-electrolyteinterface within the discharging heads is maintained within an optimalrange during the Discharge Mode of operation.

In the case where the ionically-conducting medium between the cathodeand anode is an electrolyte containing potassium hydroxide (KOH), itwill be desirable to maintain its concentration at 6N (−6M) during theDischarging Mode of operation. As the moisture level or relativehumidity (RH %) can significantly affect the concentration of KOH in theelectrolyte, it is desirable to regulate the moisture level or relativehumidity at the cathode-electrolyte interface within each dischargingheads. In the illustrative embodiment, ion-concentration control isachieved in a variety of different ways, (e.g. by embedding a miniaturesolid-state moisture sensor 34 within the FCB system (as close aspossible to the anode-cathode interfaces of the discharging heads) inorder to sense moisture conditions and produce a digital data signalindicative thereof. As shown in FIGS. 2A31, 2A32, and 2A4, the digitaldata signals are supplied to the Data Capture and Processing Subsystem277 for detection, analysis and subsequent recording within theinformation structure of FIG. 2A16 which is maintained by the Metal-FuelData Management Subsystem 275. In the event that the moisture level (orrelative humidity) within a particular channel of the discharging headdrops below the predetermined threshold value set within the informationstructure of FIG. 2A16, the system controller 18 responds to suchchanges in moisture-level by automatically generating a control signalthat is supplied to moisturizing (H₂O dispensing) element 35 for thepurpose of increasing the moisture level within the particular channel.In general, moisturizing element 35 can be realized in a number ofdifferent ways. One such way would be to controllably release a supplyof water to the surface of the metal-fuel tracks on the tape using awicking (e.g. H₂O applying) device 36 arranged in physical contact withthe metal-fuel tracks as the metal-fuel tape is being transportedthrough the discharging head assembly during the Discharging Mode.Another technique may involve spraying fine water droplets (e.g.ultra-fine mist) from micro-nozzles realized along the top surfaces ofeach cathode support structure, facing the metal-fuel tape duringtransport. Such operations will increase the moisture level (or relativehumidity) within the interior of the discharging heads and thus ensurethat the concentration of KOH within electrolyte-impregnated strips 46Athrough 46E is maintained for optimal ion transport and thus powergeneration.

Discharge Head Temperature Control Subsystem within the Metal-Fuel TapeDischarging Subsystem

As shown in FIGS. 2A31, 2A32, 2A4, and 2A7, the discharge headtemperature control subsystem incorporated within the Metal-Fuel TapeDischarging Subsystem 6 of the first illustrative embodiment comprises anumber of subcomponents, namely: the system controller 18; solid-statetemperature sensors (e.g. thermistors) 271 embedded within each channelof the multi-cathode support structure hereof 42, as shown in FIG. 2A7;and a discharge head cooling device 272, responsive to control signalsproduced by the system controller 18, for lowering the temperature ofeach discharging channel to within an optimal temperature range duringdischarging operations. The discharge head cooling device 272 can berealized using a wide variety of heat-exchanging techniques, includingforced-air cooling, water-cooling, and/or refrigerant cooling, each wellknown in the heat exchanging art. In some embodiments of the presentinvention, where high levels of electrical power are being generated, itmay be desirable to provide a jacket-like structure about each dischargehead in order to circulate air, water or refrigerant for temperaturecontrol purposes.

Data Capture and Processing Subsystem within the Metal-Fuel TapeDischarging Subsystem

In the illustrative embodiment of FIG. 1, Data Capture And ProcessingSubsystem (DCPS) 277 shown in FIGS. 2A31, 2A32 and 2A4 carries out anumber of functions, including, for example: (1) identifying each zoneor subsection of metal-fuel tape immediately before it is transportedthrough each discharging head within the discharging head assembly andproducing metal-fuel zone identification data (MZID) representativethereof; (2) sensing (i.e. detecting) various “discharge parameters”within the Metal-Fuel Tape Discharging Subsystem 6 existing during thetime period that the identified metal-fuel zone is transported throughthe discharging head assembly thereof; (3) computing one or moreparameters, estimates or measures indicative of the amount ofmetal-oxide produced during tape discharging operations, and producing“metal-oxide indicative data” representative of such computedparameters, estimates and/or measures; and (4) recording in theMetal-Fuel Database Management Subsystem 275 (accessible by systemcontroller 18), sensed discharge parameter data as well as computedmetal-oxide indicative data both correlated to its respective metal-fuelzone identified during the Discharging Mode of operation. As will becomeapparent hereinafter, such recorded information maintained within theMetal-Fuel Database Management Subsystem 275 by Data Capture andProcessing Subsystem 277 can be used by the system controller 18 invarious ways including, for example: optimally discharging (i.e.producing electrical power from) partially or completely oxidizedmetal-fuel tape in an efficient manner during the Discharging Mode ofoperation; and optimally recharging partially or completely oxidizedmetal-fuel tape in a rapid manner during the Recharging Mode ofoperation.

During discharging operations, the Data Capture and Processing Subsystem277 automatically samples (or captures) data signals representative of“discharge parameters” associated with the various subsystemsconstituting the Metal-Fuel Tape Discharging Subsystem 6 describedabove. These sampled values are encoded as information within the datasignals produced by such subsystems during the Discharging Mode. Inaccordance with the principles of the present invention, tape-type“discharge parameters” shall include, but are not limited to: thevoltages produced across the cathode and anode structures alongparticular metal-fuel tracks monitored, for example, by thecathode-anode voltage monitoring subsystem 26; the electrical currentsflowing across the cathode and anode structures along particularmetal-fuel tracks monitored, for example, by the cathode-anode currentmonitoring subsystem 27; the velocity (i.e. speed and direction) of themetal-fuel tape during discharging of a particular zone of metal-fueltape, monitored by the metal-fuel tape speed control subsystem; theoxygen saturation level (pO₂) within the cathode structure of eachdischarging head, monitored by the cathode oxygen pressure controlsubsystem (28, 30, 31, 18); the moisture (H₂O) level (or relativehumidity) level across or near the cathode-electrolyte interface alongparticular metal-fuel tracks in particular discharging heads monitored,for example, by the ion-concentration control subsystem (18, 34, 35 and36); and the time duration (ΔT) of the state of any of theabove-identified discharge parameters.

In general, there are a number of different ways in which the DataCapture and Processing Subsystem 277 can record tape-type “dischargeparameters” during the Discharging Mode of operation. These differentmethods will be detailed hereinbelow.

According to a first method of data recording shown in FIG. 2A9, aunique metal-fuel zone identifying code or indicia 80 (e.g. miniaturebar code symbol encoded with zone identifying information) isgraphically printed on an “optical” data track 81 realized as, forexample, as a strip of transparent of reflective film material affixedor otherwise attached along the edge of each zone or subsection 82 ofmetal-fuel tape, as shown in FIG. 2A9. The function of this optical datatrack is to record a unique identifying code or symbol (i.e. digitalinformation label) alongside each metal-fuel zone along the supply ofmetal-fuel tape. The position of the graphical zone identifying codeshould physically coincide with the particular metal-fuel zone to whichit relates. This optical data track, with zone identifying codesrecorded therein by printing or photographic techniques, can be formedat the time of manufacture of the multi-track metal-fuel tape hereof.The metal-fuel zone identifying indicia 80 along the edge of the tape isthen read by an optical data reader 38 realized using optical techniques(e.g. laser scanning bar code symbol readers, or optical decoders). Inthe illustrative embodiment, the digital data representative of theseunique zone identifying codes is produced for recording in aninformation storage structure, as shown in FIG. 2A16, which is createdfor each metal-fuel zone identified along the tape by tape data reader38 of the Data Capture and Processing Subsystem 277. Preferably, suchinformation storage is realized by data writing operations carried outby the Data Capture and Processing and Subsystem 277 within theMetal-Fuel Tape Discharging Subsystem 6 during the discharge operations.

According to a second method of data recording shown in FIG. 2A9′, aunique digital “zone identifying” code 83 is magnetically recorded in amagnetic data track 84 disposed along the edge of each zone orsubsection 85 of the metal-fuel tape 5′. The position of the code shouldcoincide with the particular metal-fuel zone to which it relates. Thismagnetic data track, with zone identifying codes recorded therein, canbe formed at the time of manufacture of the multi-track metal-fuel tapehereof. The zone identifying indicia along the edge of the tape is thenread by a magnetic reading head 38′ realized using magnetic informationreading techniques well known in the art. In the illustrativeembodiment, the digital data representative of these unique zoneidentifying codes is produced for recording in an information storagestructure, as shown in FIG. 2A16, created for each metal-fuel zoneidentified along the tape by the data reader 38′. Preferably, suchinformation storage is realized by data writing operations carried outby the Data Capture and Processing and Subsystem 277 within theMetal-Fuel Tape Discharging Subsystem 6 during the discharge operations.

According to a third method of data recording shown in FIG. 2A9″, aunique digital “zone identifying” code is recorded as a sequence oflight transmission apertures 86 formed in an optically opaque data track87 disposed along the edge of each zone or subsection 88 of themetal-fuel tape 5″. In this aperturing technique, information is encodedin the form of light transmission apertures whose relative spacingand/or width is the means by which information encoding is achieved. Theposition of the code (i.e. unique identification number or address)should spatially coincide with the particular metal-fuel zone to whichit relates. This optical data track, with zone identifying codesrecorded therein, can be formed at the time of manufacture of themulti-track metal-fuel tape hereof. The zone identifying indicia 86along the edge of the tape is then read by an optical sensing head 38″realized using optical sensing techniques well known in the art. In theillustrative embodiment, the digital data representative of these uniquezone identifying codes is produced for recording in an informationstorage structure, as shown in FIG. 2A16, created for each metal-fuelzone identified along the tape by the data reader 38″. Preferably, suchinformation storage is realized by data writing operations carried outby the Data Capture and Processing and Subsystem 277 within theMetal-Fuel Tape Discharging Subsystem 6 during the discharge operations.

According to a fourth alternative method of data recording, both uniquedigital “zone identifying” code and discharge parameters for eachidentified metal-fuel zone are recorded in a magnetic, optical, orapertured data track, realized as a strip attached to and extendingalong the edge of the metal-fuel tape of the present invention. Theblock of information pertaining to a particular zone or subsection ofmetal-fuel, schematically indicated in FIG. 2A16, can be recorded in thedata track physically adjacent the related metal-fuel zone facilatingeasily access to such recorded information during the Recharging Mode ofoperation. Typically, the block of information will include themetal-fuel zone identification number and a set of discharge parametersdetected by the Data Capture and Processing Subsystem 277 as themetal-fuel zone is transported through the discharging head assembly 9.

The first and second data recording methods described above have severaladvantages over the third method described above. In particular, whenusing the first and second methods, the data track provided along themetal-fuel tape can have a very low information capacity. This isbecause very little information needs to be recorded to tag eachmetal-fuel zone with a unique identifier (i.e. address number or zoneidentification number), to which sensed tape discharge parameters arerecorded in the Metal-Fuel Database Management Subsystem 275. Also,formation of a data track in accordance with the first and secondmethods should be very inexpensive, to fabricate and provide aconvenient way of reading zone identifying information recorded alongsuch data tracks.

Discharging Power Regulation Subsystem within the Metal-Fuel TapeDischarging Subsystem

As shown in FIGS. 2A31, 2A32, and 2A4, the input port of the dischargingpower regulation subsystem 40 is operably connected to the output portof the cathode-anode output terminal configuration subsystem 25, whereasthe output port of the discharging power regulation subsystem 40 isoperably connected to the input port of the electrical load 12. Whilethe primary function of the discharging power regulation subsystem 40 isto regulate the electrical power delivered the electrical load duringits Discharging Mode of operation, the discharging power regulationsubsystem can also regulate the output voltage across the electricalload, as well as the electrical current flowing across thecathode-electrolyte interface during discharging operations. Suchcontrol functions are managed by the system controller 18 and can beprogrammably selected in a variety of ways in order to achieve optimaldischarging of multi-tracked and single-track metal-fuel tape accordingto the present invention while satisfying dynamic loading requirements.

The discharging power regulating subsystem of the first illustrativeembodiment can be realized using solid-state power, voltage and currentcontrol circuitry well known in the power, voltage and current controlarts. Such circuitry can include electrically-programmable powerswitching circuits using transistor-controlled technology, in which acurrent-controlled source is connectable in electrical series withelectrical load 12 in order to control the electrical currenttherethrough in response to control signals produced by the systemcontroller 18 carrying out a particular Discharging Power ControlMethod. Such electrically-programmable power switching circuits can alsoinclude transistor-controlled technology, in which a voltage-controlledsource is connectable in electrical parallel with the electrical load inorder to control the output voltage therethrough in response to controlsignals produced by the system controller. Such circuitry can becombined and controlled by the system controller 18 in order to provideconstant power control across the electrical load 12.

In the illustrative embodiment of the present invention, the primaryfunction of the discharging power regulation subsystem 40 is to carryout. real-time power regulation to the electrical load using any one ofthe following Discharge Power Control (i.e. Regulation) Methods, namely:(1) a Constant Output Voltage/Variable Output Current Method, whereinthe output voltage across the electrical load is maintained constantwhile the current is permitted to vary in response to loadingconditions; (2) a Constant Output Current/Variable Output VoltageMethod, wherein the current into the electrical load is maintainedconstant while the output voltage thereacross is permitted to vary inresponse to loading conditions; (3) a Constant Output Voltage/ConstantOutput Current Method, wherein the voltage across and current into theload are both maintained constant in response to loading conditions; (4)a Constant Output Power Method, wherein the output power across theelectrical load is maintained constant in response to loadingconditions; (5) a Pulsed Output Power Method, wherein the output poweracross the electrical load is pulsed with the duty cycle of each powerpulse being maintained in accordance with preset conditions; (6) aConstant Output Voltage/Pulsed Output Current Method, wherein the outputcurrent into the electrical load is maintained constant while thecurrent into the load is pulsed with a particular duty cycle; and (7) aPulsed Output Voltage/Constant Output Current Method, wherein the outputpower into the load is pulsed while the current thereinto is maintainedconstant.

In the preferred embodiment of the present invention, each of the seven(7) Discharging Power Regulation Methods are preprogrammed into ROMassociated with the system controller 18. Such power regulation methodscan be selected in a variety of different ways, including, for example,by manually activating a switch or button on the system housing, byautomatically detection of a physical, electrical, magnetic or opticalcondition established or detected at the interface between theelectrical load 12 and the Metal-Fuel Tape Discharging Subsystem 6.

Input/Output Control Subsystem within the Metal-Fuel Tape DischargingSubsystem

In some applications, it may be desirable or necessary to combine two ormore FCB systems or their Metal-Fuel Tape Discharging Subsystems inorder to form a resultant system with functionaries not provided by thesuch subsystems operating alone. Contemplating such applications, theMetal-Fuel Tape Discharging Subsystem 6 hereof includes an Input/OutputControl Subsystem 41 which allows an external system (e.g. microcomputeror microcontroller) to override and control aspects of the Metal-FuelTape Discharging Subsystem 6 as if its system controller were carryingout such control functions. In the illustrative embodiment, theInput/Output Control Subsystem 41 is realized as a standard IEEE I/O busarchitecture which provides an external and/or remote computer systemwith a way and means of directly interfacing with the system controller18 of the Metal-Fuel Tape Discharging Subsystem 6 and managing variousaspects of system and subsystem operation in a straightforward manner.

System Controller within the Metal-Fuel Tape Discharging Subsystem

As illustrated in the detailed description set forth above, the systemcontroller 18 performs numerous operations in order to carry out thediverse functions of the FCB system within its Discharging Mode. In thepreferred embodiment of the FCB system of FIG. 1, the system controller18 is realized using a programmed microcontroller having program anddata storage memory (e.g. ROM, EPROM, RAM and the like) and a system busstructure well known in the microcomputing and control arts. In anyparticular embodiment of the present invention, it is understood thattwo or more microcontrollers may be combined in order to carry out thediverse set of functions performed by the FCB system hereof. All suchembodiments are contemplated embodiments of the system of the presentinvention.

Discharging Metal-Fuel Tape within the Metal-Fuel Tape DischargingSubsystem

FIG. 2A5 sets forth a high-level flow chart describing the basic stepsof discharging metal-fuel tape (i.e. generating electrical powertherefrom) using the Metal-Fuel Tape Discharging Subsystem shown inFIGS. 2A31 through 2A4.

As indicated at Block A, the user places (i.e. inserts) a supply ofunoxidized metal-fuel tape into the cartridge receiving port of thesystem housing so that the tape path-length expansion mechanism 8 isadjacent the metal-fuel tape ready for discharge within the Metal-FuelTape Discharging Subsystem.

As indicated at Block B, the path-length expansion mechanism within theMetal-Fuel Tape Discharging Subsystem increases the path-length of themetal-fuel tape over the increased path-length region thereof, as shownin FIGS. 2A31, 2A32 and 2A4.

As indicated at Block C, the Discharge Head Transport Subsystem 6arranges the discharging heads about the metal-fuel tape over theexpanded path-length of the Metal-Fuel Tape Discharging Subsystem sothat the ionically-conducting medium is disposed between each cathodestructure and the adjacent metal-fuel tape.

As indicated at Block D, the Discharge Head Transport Subsystem 6 thenconfigures each discharging head so that its cathode structure is inionic contact with a portion of the path-length extended metal-fuel tapeand its anode contacting structure is in electrical contact therewith.

As indicated at Block E, the cathode-anode output terminal configurationsubsystem 25 automatically configures the output terminals of thecathode-anode structures of each discharging head arranged about thepath-length extended metal-fuel tape, and then the system controller 18controls the Metal-Fuel Card Discharging Subsystem 6 so that electricalpower is generated and supplied to the electrical load at the requiredoutput voltage. When all or a substantial portion of the metal-fuel tapehas been discharged, then the Cartridge Loading/Unloading Subsystem 2can be programmed to automatically eject the metal-fuel tape cartridgefor replacement with a cartridge containing recharged metal-fuel tape.

Metal-Fuel Tape Recharging Subsystem for the First IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 2B31, 2B32, and 2B4, the metal-fuel tape rechargingsubsystem 7 of the first illustrative embodiment comprises a number ofsubsystems, namely: an assembly of multi-track metal-oxide reducing(i.e. recharging) heads 11, each having multi-element cathode structuresand anode-contacting structures with electrically-conductive inputterminals connectable in a manner to be described hereinbelow; anassembly of metal-oxide sensing heads 23′ for sensing the presence ofmetal-oxide formation along particular zones of metal fuel tracks as themetal fuel tape is being transported past the recharging heads duringthe Recharging Mode; a metal-fuel tape path-length extension mechanism10, as schematically illustrated in FIGS. 2B1 and 2B2 and describedabove, for extending the path-length of the metal-fuel tape over aparticular region of the cassette device 5, and enabling the assembly ofmulti-track metal-oxide reducing heads to be arranged thereabout duringthe Recharging Mode of operation; a recharging head transport subsystem24′ for transporting the subcomponents of the recharging head assembly11 (and the metal-oxide sensing head assembly 23′ to and from themetal-fuel tape when its path-length is arranged in an extendedconfiguration by the metal-fuel tape path-length extension mechanism 11;an input power supply subsystem 90 for converting externally supplied ACpower signals into DC power supply signals having voltages suitable forrecharging metal-fuel tracks being transported through the rechargingheads of the Metal-Fuel Tape Recharging Subsystem; a cathode-anode inputterminal configuration subsystem 91, for connecting the output terminals(port) of the input power supply subsystem 90 to the input terminals(port) of the cathode and anode-contacting structures of the rechargingheads 11, under the control of the system controller 18′ so as to supplyinput voltages thereto for electro-chemically converting metal-oxideformations into its primary metal during the Recharging Mode; acathode-anode voltage monitoring subsystem 26′, connected to thecathode-anode input terminal configuration subsystem 91, for monitoring(i.e. sampling) the voltage applied across cathode and anode of eachrecharging head, and producing (digital) data representative of thesensed voltage level; a cathode-anode current monitoring subsystem 27′,connected to the cathode-anode input terminal configuration subsystem91, for monitoring (e.g. sampling) the current flowing across thecathode-electrolyte interface of each recharging head during theRecharging Mode, and producing digital data signals representative ofthe sensed current levels; a cathode oxygen pressure control subsystemcomprising the system controller 18′, solid-state pO₂ sensors 28′,vacuum chamber (structure) 29′ shown in FIGS. 2B7 and 2B8, vacuum pump30′, electronically-controlled airflow control device 31′, manifoldstructure 32′, and multi-lumen tubing 33′ shown in FIG. 2B8, for sensingand controlling the pO₂ level within each channel of the cathodestructure of each recharging head 11; a metal-fuel tape speed controlsubsystem comprising the system controller 18′, motor drive circuits 21Aand 21B, and tape velocity (i.e. speed and direction) sensor/detector22′, for bi-directionally controlling the velocity of metal-fuel taperelative to the recharging heads 11, in the forward and reverse tapedirections; an ion-concentration control subsystem comprising the systemcontroller 18′, solid-state moisture sensor 34′, moisturizing (e.g.humidifying or wicking element) 35′, for sensing and modifyingconditions within the FCB system (e.g. the relative humidity at thecathode-electrolyte interface of the discharging heads) so that theion-concentration at the cathode-electrolyte interface is maintainedwithin an optimal range during the Recharge Mode of operation; rechargehead temperature control subsystem comprising the system controller 18′,solid-state temperature sensors (e.g. thermistors) 271′ embedded withineach channel of the multi-cathode support structure hereof, and adischarge head cooling device 272′, responsive to control signalsproduced by the system controller 18′, for lowering the temperature ofeach recharging channel to within an optimal temperature range duringrecharging operations; a relational-type Metal-Fuel Database ManagementSubsystem (MRDMS) 280 operably connected to system controller 18′ by wayof local bus 281, and designed for receiving particular types ofinformation derived from the output of various subsystems within theMetal-Fuel Tape Recharging Subsystem 7; a Data Capture and ProcessingSubsystem (DCPS) 282, comprising data reading head 38′ embedded withinor mounted closely to the cathode support structure of each recharginghead 11, metal-oxide sensing head assembly 23′ and associated circuitry,and a programmed microprocessor-based data processor adapted to receivedata signals produced from voltage monitoring subsystem 26′, currentmonitoring subsystem 27′, metal-oxide sensing head assembly 23′, thetape velocity control subsystem, the cathode oxygen pressure controlsubsystem, and the ion-concentration control subsystem hereof, andenable (i) the reading of metal-fuel zone identification data fromtransported metal-fuel tape 5, (ii) the recording of sensed dischargeparameters and computed metal-oxide indicative data derived therefrom inthe Metal-Fuel Database Management Subsystem (MFDMS) 280 using localsystem bus 283, and (iii) the reading of prerecorded recharge parametersand prerecorded metal-fuel indicative data stored in the Metal-FuelDatabase Management Subsystem 280 using local system bus 281; an input(i.e. recharging) power regulation subsystem 92 connected between theoutput terminals (i.e. port) of the input power supply subsystem 90 andthe input terminal (i.e. port) of the cathode-anode input terminalconfiguration subsystem 91, for regulating the input power (and voltageand/or current characteristics) delivered across the cathode and anodestructures of each metal-fuel track being recharged during theRecharging Mode; an input/output control subsystem 41′, interfaced withthe system controller 18′, for controlling all functionaries of the FCBsystem by way of a remote system or resultant system, within which theFCB system is embedded; and system controller 18′ for managing theoperation of the above mentioned subsystems during the various modes ofsystem operation. These subsystems will be described in greatertechnical detail below.

Multi-Track Recharging Head Assembly within the Metal-Fuel TapeRecharging Subsystem

The function of the assembly of multi-track recharging heads 11 is toelectro-chemically reduce metal-oxide formations along the tracks ofmetal-fuel tape transported through the recharging head assembly 11during the Recharging Mode of operation. In the illustrative embodiment,each recharging head 11 comprises: a cathode element support plate 42′having a plurality of isolated channels 43′ permitting the free passageof oxygen (O2) through the bottom portion 44′ of each such channel; aplurality of electrically-conductive cathode elements (e.g. strips) 45′(45A′ through 45E′) for insertion within the lower portion of thesechannels, respectively; a plurality of electrolyte-impregnated strips46′ (46A′ through 46E′) for placement over the cathode strips 45A′through 45E′, respectively, and support within the channels 44′ as shownin FIG. 2B6; and an oxygen-evacuation chamber 29′ mounted over the upper(back) surface of the cathode element support plate 42′, in a sealedmanner, as shown in FIG. 2B7.

As shown in FIGS. 2B31, 2B32, and 2B4, each oxygen-evacuation chamber29′ has a plurality of subchambers 29A′ through 29E′ physicallyassociated with recessed channels 154A′ and 154E′, respectively. Eachvacuum subchamber 29A′ through 29E′ is isolated from all othersubchambers and is in fluid communication with one channel supporting acathode element and electrolyte-impregnated element. As shown, eachsubchamber 29A′ through 29E′ is arranged in fluid communication with avacuum pump 30′ via multi-lumen tubing 38′, manifold assembly 32′ andelectronically-controlled air-flow switch 31′, each of whose operationis controlled by system controller 18′. This arrangement enables thesystem controller 18′ to maintain the pO₂ level in each subchamberwithin an optimal range during recharging operations by selectivelyevacuating air from subchamber through the corresponding air flowchannel in the manifold assembly 32′.

In the illustrative embodiment, electrolyte-impregnated strips 46′within the recharging head assembly 11 are realized by impregnating anelectrolyte-absorbing carrier medium with a gel-type electrolyte.Preferably, the electrolyte-absorbing carrier strip is realized as astrip of low-density, open-cell foam material made from PET plastic. Thegel-electrolyte for each discharging cell is made from a formulaconsisting of an alkali solution (e.g. KOH), a gelatin material, water,and additives known in the art.

In the illustrative embodiment, each cathode strip is made from a sheetof nickel wire mesh 47′ coated with porous carbon material andgranulated platinum or other catalysts 48′ to form a cathode suitablefor use in metal-air FCB systems. Details of cathode construction aredisclosed in U.S. Pat. Nos. 4,894,296 and 4,129,633, incorporated hereinby reference. To form a current collection pathway, an electricalconductor 49′ is soldered to the underlying wire mesh sheet of eachcathode strip. As shown in FIG. 2B7, each electrical conductor 49′ ispassed through a small hole 50′ formed in the bottom surface of achannel of the cathode support plate, and is connected to thecathode-anode input terminal configuration subsystem 91. As shown, thecathode strip pressed into the lower portion of the channel to securethe same therein. As shown in FIG. 2B7, the bottom surface of eachchannel 43′ has numerous perforations 43A′ formed therein to allow theevacuation of oxygen away from the cathode-electrolyte interface, andout towards the vacuum pump 30′. In the illustrative embodiment, anelectrolyte-impregnated strip 46A′ through 46E′ is placed over a cathodestrip 45A′ through 45E′ and is secured within the upper portion of thecathode supporting channel 43′. As shown in FIG. 2B8, when the cathodestrip and thin electrolyte strip are mounted in their respective channelin the cathode support plate 42′, the outer surface of theelectrolyte-impregnated strip is disposed flush with the upper surfaceof the plate defining the channels, thereby permitting metal-fuel tapeto be smoothly transported thereover during tape recharging operations.

Hydrophobic agents are added to the carbon material constituting thecathode elements within the recharging head assembly 11, to ensure theexpulsion of water from the oxygen-pervious cathode elements. Also, theinterior surfaces 44′ of the cathode support channels 43′ are coatedwith a hydrophobic film (e.g. Teflon) 51′ to ensure the expulsion ofwater within electrolyte-impregnated strips 47′ and thus achieve optimumoxygen transport across the cathode strips during the Recharging Mode.Preferably, the cathode support plate is made from an electricallynon-conductive material, such as polyvinyl chloride (PVC) plasticmaterial well known in the art. The cathode support plate and evacuationchamber can be fabricated using injection molding technology also wellknown in the art.

In order to sense the partial oxygen pressure within the cathodestructure during the Recharging Mode, for use in effective control ofmetal-oxide reduction within the recharging heads, a solid-state PO2sensor 28′ is embedded within each channel of the cathode support plate42′, as illustrated in FIG. 2B7, and operably connected to the DataCapture and Processing Subsystem 282 as an information input devicethereto. Data signals produced by the pO₂ sensors are received by theData Capture and Processing Subsystem 282, converted into an appropriateformat and then recorded within the information structure shown in FIG.2B16, maintained by the Metal-Fuel Database Management Subsystem 280.The system controller 18′ has access to such information stored in theDatabase Management Subsystem by way of local system bus 281, as shownin FIGS. 2B3 and 2B4.

In the illustrative embodiment, each pO₂ sensor can be realized usingwell-known pO₂ sensing technology employed to measure (in vivo) pO2levels in the blood of humans. Such prior art sensors can be constructedusing miniature diodes which emit electromagnetic radiation at differentwavelengths that are absorbed at different levels in the presence ofoxygen in the blood, and such information can be processed and analyzedto produce a computed measure of pO₂ in a reliable manner, as taught inU.S. Pat. No. 5,190,038 and references cited therein, each beingincorporated hereinby reference. In the present invention, thecharacteristic wavelengths of the light emitting diodes can be selectedso that similar sensing functions are carried out within the structureof the cathode in each recharging head, in a straightforward manner.

In FIG. 2B9, there is shown a section of multi-tracked fuel tape thathas undergone partial discharge and thus has metal-oxide formationsalong the metal-fuel tracks thereof. Notably, this section ofpartially-discharged metal-fuel tape is contained within the cassettefuel cartridge shown in FIG. 1 and requires recharging within theMetal-Fuel Tape Recharging Subsystem 7 while its cassette device isreceived within the cassette storage bay of the FCB system.

In FIG. 2B10, an exemplary metal-fuel (anode) contacting structure 58′is disclosed for use with the cathode structure shown in FIGS. 2B7 and2B8. As shown, a plurality of electrically conductive elements 60A′through 60E′ are supported from an platform 61′ disposed adjacent thetravel of the fuel tape within the cassette cartridge. Each conductiveelement 60A′ through 60E′ has a smooth surface adapted for slidableengagement with one track of metal fuel through the fine groove formedin the base layer of the fuel tape corresponding to the fuel track. Eachconductive element is connected to an electrical conductor which isconnected to the output port of the cathode-anode input terminalconfiguration subsystem 91. The platform 61′ is operably associated withthe recharging head transport subsystem 24′ and can be designed to bemoved into position with the metal-fuel tape during the Recharging Modeof the system, under the control of the system controller.

Notably, the use of multiple recharging heads, as shown in theillustrative embodiments hereof, rather than a single recharging head,allows discharged metal-fuel tape to be recharged more quickly usinglower recharging currents, thereby minimizing heat build-up across theindividual recharging heads. This feature of the Metal-Fuel TapeRecharging Subsystem 7 extends the service-life of the cathodes employedwithin the recharging heads thereof.

Metal-Oxide Sensing Head Assembly within the Metal-Fuel Tape RechargingSubsystem

The function of the Metal-Oxide Sensing Head Assembly 23′ within theMetal-Fuel Tape Recharging Subsystem 7 is to sense (in real-time) thecurrent levels produced across the individual fuel tracks duringrecharging operations, and generate electrical signals indicating thedegree to which portions of metal-fuel tracks have been oxidized andthus require metal-oxide reduction. As shown in FIG. 2B15, eachmulti-track metal-oxide sensing head 23′ in the assembly thereofcomprises a number of subcomponents, namely: a positive electrodesupport structure 63′ for supporting a plurality of positively electrodeelements 64A′ through 64E′, each in registration with the upper surfaceof one of the fuel tracks (that may have been oxidized) and connected toa low-voltage power supply terminal 69A′ through 69E′ provided bycurrent sensing circuitry 66′ which is operably connected to the DataCapture and Processing Subsystem 282 within the Metal-Fuel TapeRecharging Subsystem 7, as shown in FIGS. 2B31, 2B32, and 2B4; and anegative electrode support structure 67′ for supporting a plurality ofnegative electrode elements 68A′ through 68E′, each in registration withthe lower surface of the metal-fuel tracks and connected to a lowvoltage power supply terminal 69A′ through 69E′ provided by currentsensing circuitry 66′.

In the illustrative embodiment shown in FIGS. 2B31, 2B32, and 2B4, eachmulti-track metal-oxide sensing head 23′ is disposed immediately beforea recharging head 11 in order to sense the actual condition of themetal-fuel tape therebefore and provide a signal to the systemcontroller 18′ for detection and determination of the amount (orpercentage) of metal-oxide present thereon before recharging. While onlyone metal-oxide sensing head assembly 23′ is shown in the firstillustrative embodiment of the FCB system hereof, it is understood thatfor bi-directional tape-based FCB systems, it would be preferred toinstall one assembly on each end of the recharging head assembly so thatthe system controller 18′ can “anticipate” which metal-fuel zones arefully charged, partially discharged or completely discharged, regardlessof the direction that the metal-fuel tape is being transported at anyparticular instant in time.

With this arrangement, the Metal-Fuel Tape Recharging Subsystem 7 iscapable of actually determining which portions of which metal fueltracks require metal-oxide reduction during recharging operations. Suchinformation gathering can be carried out using current sensing circuitry66′ which automatically applies a test voltage (v_(acr)) across eachmetal-fuel track during the Recharge Mode, to measure the responsecurrent (i_(acr)). Such parameters are provided as input to the DataCapture and Processing Subsystem 282. This subsystem then processes thiscaptured data in one or more ways to determine the presence ofmetal-oxide formations. For example, this subsystem can compare thedetected response current value against a threshold current value storedwithin the Metal-Fuel Database Management Subsystem 280. Alternatively,the subsystem may compute the ratio v_(acr)/i_(acr) to determine ameasure of electrical resistance for the cell and compare this measurewith a reference threshold value to determine whether there is highelectrical resistance across the cell and thus large metal-oxideformations therealong. This data is stored in the Metal-Fuel DatabaseManagement Subsystem 280 and is accessible by the system controller 18′any time during recharging operations. The various ways in which thesystem controller 18′ may respond to real-time analysis of data withinthe Metal-Fuel Database Management Subsystem 280 will be described ingreater detail hereinafter.

Metal-Fuel Tape Path-Length Extension Mechanism within the Metal-FuelTape Recharging Subsystem

As shown in FIGS. 2B31, 2B32, and 2B4, the tape path-length extensionmechanism 10 of the illustrative embodiment comprises: a first array ofrollers 71A′ through 71E′ mounted upon support structure 72′, forcontacting the metal-fuel portion of the metal-fuel tape when thecassette device 3 inserted into the cassette receiving port of the FCBsystem; a second array of rollers 73A′ through 73D′, disposed betweenthe array of stationary rollers 71A′ through 71E′, for contacting thebase portion of the metal-fuel tape 5 when the cassette device 3 isinserted into the cassette receiving port of the FCB system, and atransport mechanism 75′ of the electromechanical construction, fortransporting roller support structures 72 and 74 relative to the systemhousing and each other, in order to carry out the functions of thissubsystem described in greater detail hereinbelow. Notably, these rollerarrays 71A′ through 71E′ can be arranged to either the left of right ofthe roller arrays 73A′ through 73D′ of the tape-path extension mechanismprovided for the Metal-Fuel Tape Discharging Subsystem 7. Alternatively,in other embodiments of the present invention, it may be desirable toemploy a single tape path-length extension mechanism for use with thedischarging heads of the Metal-Fuel Tape Discharging Subsystem and therecharging heads of the Metal-Fuel Tape Recharging Subsystem.

In the configuration shown in FIG. 2B3, the tape path-length mechanism10 for the Metal-Fuel Tape Recharging Subsystem is arranged so that thefirst and second sets of rollers 71A′ through 71E′ and 73A′ through 73D′barely contact opposite sides of the metal-fuel tape when the cassettedevice 3 is inserted within the cassette receiving port of the FCBsystem. As shown in FIG. 2B4, the second set of rollers 73A′ through73D′ are displaced a distance relative to the first set of stationaryrollers 71A′ through 71E′, thereby causing the path-length of themetal-fuel tape to become substantially extended from the path-lengthshown in the configuration of FIGS. 2B31 and 2B32. This extendedpath-length permits a plurality of recharging heads 11 to be arrangedthereabout during the recharging mode of operation. In thisconfiguration, the cathode structure 76′ of each recharging head 11 isin ionic contact with the metal-fuel structures along the metal-fueltape, while the anode-contacting structure 77′ of each recharging headis in electrical contact with the metal-fuel structures of the tape. Inthis configuration, the metal-fuel tape is arranged so that a pluralityof recharging heads 11 can be arranged about the metal-fuel tape duringtape recharging operations. The use of multiple recharging heads enablesrecharging of metal-fuel tape using lower electrical currents and thusproviding improved control over the metal-oxide conversion during taperecharging. Such advantages will become apparent hereinafter.

Recharging Head Transport Subsystem within the Metal-Fuel TapeRecharging Subsystem

The primary function of the recharging head transport subsystem is totransport the assembly of recharging heads 11 (and metal-oxide sensingheads 23′ supported thereto) about the metal-fuel tape that has beenpath-length extended, as shown in FIGS. 2B31 and 2B32. When properlytransported, the cathode and anode-contacting structures of therecharging heads are brought into “ionically-conductive” and“electrically-conductive” contact with the metal-fuel tracks ofmetal-fuel tape while it is being is transported through the recharginghead assembly during the Recharging Mode.

The recharging head transport subsystem 24′ can be realized using anyone of a variety of electro-mechanical mechanisms capable oftransporting the cathode structure 76′ and anode-contacting structure77′ of each recharging head away from the metal-fuel tape 5, as shown inFIGS. 2B31 and 2B32, and about the metal-fuel tape as shown in FIG. 2B4.As shown, these transport mechanisms are operably connected to systemcontroller 18′ and controlled by the same in accordance with the systemcontrol program carried out thereby.

Input Power Supply Subsystem within the Metal-Fuel Tape RechargingSubsystem

In the illustrative embodiment, the primary function of the Input PowerSupply Subsystem 90 is to receive as input, standard alternating current(AC) electrical power (e.g. at 120 or 220 Volts) through an insulatedpower cord, and to convert such electrical power into regulated directcurrent (DC) electrical power at a regulated voltage required at therecharging heads of the Metal-Fuel Tape Recharging Subsystem 7 duringthe recharging mode of operation. For zinc anodes and carbon cathodes,the required “open-cell” voltage v_(ac) across each anode-cathodestructure during recharging is about 2.2-2.3 Volts in order to sustainelectro-chemical reduction. This subsystem can be realized in variousways using AC-DC and DC-DC power conversion and regulation circuitrywell known in the art.

Cathode-Anode Input Terminal Configuration Subsystem within theMetal-Fuel Tape Recharging Subsystem

As shown in FIGS. 2B31, 2B32, and 2B4, the cathode-anode input terminalconfiguration subsystem 91 is connected between the output terminals ofthe input power regulation subsystem 90 and the input terminals of thecathode-anode pairs associated with multiple tracks of the rechargingheads 11. The system controller 18′ is operably connected tocathode-anode input terminal configuration subsystem 91 in order tosupply control signals thereto for carrying out its functions during theRecharge Mode of operation.

The primary function of the cathode-anode input terminal configurationsubsystem 91 is to automatically configure (in series or parallel) theinput terminals of selected cathode-anode pairs within the rechargingheads of the Metal-Fuel Tape Recharging Subsystem 7 so that the requiredinput (recharging) voltage level is applied across cathode-anodestructures of metal-fuel tracks requiring recharging. In theillustrative embodiment of the present invention, the cathode-anodeinput terminal configuration mechanism 91 can be realized as one or moreelectrically-programmable power switching circuits usingtransistor-controlled technology, wherein the cathode andanode-contacting elements within the recharging heads 11 are connectedto the output terminals of the input power regulating subsystem 92. Suchswitching operations are carried out under the control of the systemcontroller 18′ so that the required output voltage produced by the inputpower regulating subsystem 92 is applied across the cathode-anodestructures of metal-fuel tracks requiring recharging.

Cathode-Anode Voltage Monitoring Subsystem within the Metal-Fuel TapeRecharging Subsystem

As shown in FIGS. 2B31, 2B32 and 2B4, the cathode-anode voltagemonitoring subsystem 26′ is operably connected to the cathode-anodeinput terminal configuration subsystem 91 for sensing voltage levelsacross the cathode and anode structures connected thereto. Thissubsystem is also operably connected to the system controller 18′ forreceiving control signals therefrom required to carry out its functions.In the first illustrative embodiment, the cathode-anode voltagemonitoring subsystem 26′ has two primary functions: to automaticallysense the instantaneous voltage level applied across the cathode-anodestructures associated with each metal-fuel track being transportedthrough each recharging head during the Recharging Mode; and to producea digital data signal indicative of the sensed voltages for detectionand analysis by the Data Capture and Processing Subsystem 280, andultimately response by the system controller 18′.

In the first illustrative embodiment of the present invention, theCathode-Anode Voltage Monitoring Subsystem 26′ can be realized usingelectronic circuitry adapted for sensing voltage levels applied acrossthe cathode-anode structures associated with each metal-fuel tracktransported through each recharging head within the Metal-Fuel TapeRecharging Subsystem 7. In response to such detected voltage levels, theelectronic circuitry can be designed to produce a digital data signalindicative of the sensed voltage levels for detection, analysis andresponse at the data signal input of the system controller 18′. As willbe described in greater detail hereinafter, such data signals can beused by the system controller to carry out its recharging powerregulation method during the Recharging Mode of operation.

Cathode-Anode Current Monitoring Subsystem within the Metal-Fuel TapeRecharging Subsystem

As shown in FIGS. 2B31, 2B32, and 2B4, the cathode-anode currentmonitoring subsystem 27′ is operably connected to the cathode-anodeinput terminal configuration subsystem 18′. The cathode-anode currentmonitoring subsystem 27′ has two primary functions: to automaticallysense the magnitude of electrical current flowing through thecathode-anode pair of each metal-fuel track along each recharging headassembly within the Metal-Fuel Tape Recharging Subsystem 11 during thedischarging mode; and to produce a digital data signal indicative of thesensed current for detection and analysis by the system controller 18′.

In the first illustrative embodiment of the present invention, theCathode-Anode Current Monitoring Subsystem 27′ can be realized usingcurrent sensing circuitry for sensing the electrical current passedthrough the cathode-anode pair of each metal-fuel track along eachrecharging head assembly, and producing a digital data signal indicativeof the sensed current for detection at the input of the systemcontroller 18′. As will be explained in greater detail hereinafter,these detected current levels can be used by the system controller incarrying out its recharging power regulation method, and well ascreating a “recharging condition history” information file for each zoneor subsection of recharged metal-fuel tape.

Cathode Oxygen Pressure Control Subsystem within the Metal-Fuel TapeRecharging Subsystem

The function of the cathode oxygen pressure control subsystem (28′, 30′,31′, 18′) defined above is to sense the partial oxygen pressure (pO₂)(i.e. O₂ concentration) within each channel of the cathode structure inthe recharging heads 11, and in response thereto, control (i.e. increaseor decrease) the same by regulating the air (O₂) pressure within suchcathode structures. In accordance with the present invention, partialoxygen pressure (pO₂) within each channel of the cathode structure ineach recharging head is maintained at an optimal level in order to allowoptimal oxygen evacuation from the recharging heads during theRecharging Mode. By lowering the pO₂ level within each channel of thecathode structure (by evacuation), metal-oxide along the metal-fuel tapecan be completely recovered with optimal use of input power supplied tothe recharging heads during the Recharging Mode. Also, by monitoringchanges in pO₂ and producing digital data signals representative thereoffor detection and analysis by the system controller, the systemcontroller is provided with a controllable variable for use inregulating the electrical power supplied to the electrical load duringthe Recharging Mode.

In the first illustrative embodiment of the FCB system hereof shown inFIG. 1, the data signals produced by the solid-state pO₂ sensors 28A′through 28E′ embodied within the recharging heads 11 are provided to theData Capture and Processing Subsystem 282, as shown in FIGS. 2B31, 2B32and 2B4. The Data Capture and Processing Subsystem 282 receives thesesignals, converts them into digital data and the like and then recordsthe resulting information items within the information structure shownin FIG. 2B16, managed within the Metal-Fuel Database ManagementSubsystem 280 with the Metal-Fuel Tape Recharging Subsystem 7.

Metal-Fuel Tape Velocity Control Subsystem within the Metal-Fuel TapeRecharging Subsystem

In the FCB system shown in FIG. 1, there is the need for only onemetal-fuel tape control subsystem to be operative at any instant in timeas metal-fuel tape is common to both the Metal-Fuel Tape DischargingSubsystem 6 and the Metal-Fuel Tape Recharging Subsystem 7 duringdischarging and/or recharging operations. Notwithstanding this fact, thesystem controllers 18 and 18′ associated with these subsystems 6 and 7can override each other, as required, in order to control the operationof the tape velocity control subsystem within such discharging andrecharging subsystem.

For example, during the Recharging Mode, when the Metal-Fuel TapeDischarging Subsystem 6 is inoperative (i.e. no power generationoccurring), the function of metal-tape speed control subsystem describedhereinabove is to control the speed of the metal-fuel tape over therecharging heads within the metal-fuel tape recharging subsystem 7. Inresponse to signals produced by the tape velocity sensor 22 and inaccordance with the recharging power regulation method being carried outby the system controller 18′, the system controller 18′ automaticallycontrols (i.e. increases or decreases) the speed of the metal-fuel taperelative to the recharging heads by generating appropriate controlsignals for driving electric motors 19A and 19B coupled to the supplyand take-up reels of metal-fuel tape being recharged. The primary reasonfor controlling the velocity of metal-fuel tape is that, during theRecharging Mode, this parameter determines how much electrical chargecan be delivered to each zone or subsection of oxidized metal-fuel tapeas it is being transported through each recharging head within theMetal-Fuel Tape Recharging Subsystem 7. Ideally, during the RechargingMode, it is desirable to transport the metal-fuel tape as fast aspossible through the assembly of recharging heads in order to rapidlyand completely recharge the metal-fuel tape within the cassettecartridge inserted within the FCB system. In contrast, the DischargeMode, it will be desirable in many cases to transport the metal-fueltape as slow as possible to conserve the supply of metal-fuel. Ingeneral, for a constant cathode-anode current applied to a recharginghead with the requisite cathode-anode recharging voltage (i.e. ConstantInput Current/Constant Input Voltage Method), the amount of electricalcharge supplied to each zone of metal-fuel tape will decrease as thevelocity of the metal-fuel zone is increased relative to the recharginghead during the Recharging Mode. This inverse relationship can beexplained by the fact that the metal-fuel zone has less time toaccumulate electrical charge as it is transported past the recharginghead. In such situations, the function of the metal-fuel tape speedcontrol subsystem is to control the velocity of the tape so as tooptimally convert metal-oxide formations along the tape into its primarymetal.

In instances where the recharging mode and recharging mode are bothoperative, it will be desired to enable the system controller 18 tooverride system controller 18′ so that the primary objective of thesystem is to optimally generate power from the FCB system. In otherinstances, however, where the primary objective of the FCB system is tooptimally recharge the metal-fuel tape in a rapid manner, the systemcontroller 18′ of the Recharging Subsystem 7 will override the systemcontroller 18 of the Discharging Subsystem 6, and thus control thevelocity of the metal-fuel tape within the FCB system.

Ion-Concentration Control Subsystem within the Metal-Fuel TapeRecharging Subsystem

To achieve high-energy efficiency during the Recharging Mode, it isnecessary to maintain an optimal concentration of (charge-carrying) ionsat the cathode-electrolyte interface of each recharging head within theMetal-Fuel Tape Recharging Subsystem 7. Also, the optimalion-concentration within the Metal-Fuel Tape Recharging Subsystem 7 maybe different than that required within the Metal-Fuel Tape DischargingSubsystem 6. For this reason, in particular applications of the FCBsystem hereof, it may be desirable and/or necessary to provide aseparate ion-concentration control subsystem (18′, 34′, 35′, 36′) withinthe Metal-Fuel Tape Recharging Subsystem 7. The primary function of suchan ion-concentration control subsystem would be to sense and modifyconditions within the FCB system so that the ion-concentration at thecathode-electrolyte interface of the recharging heads is maintainedwithin an optimal range during the Recharging Mode of operation.

In the illustrative embodiment of such a subsystem, ion-concentrationcontrol is achieved by embedding a miniature solid-state hydrometer (ormoisture sensor) 34′ within the FCB system (as close as possible to theanode-cathode interfaces of the recharging heads) in order to sensemoisture conditions and produce a digital data signal indicativethereof. This digital data signal is supplied to the Data Capture andProcessing Subsystem 282 for detection and analysis. In the event thatthe moisture-level or relative humidity drops below the predeterminedthreshold value set in the Metal-Fuel Database Management Subsystem 280,the system controller automatically generate a control signal suppliedto a moisturizing element 35′ realizable, for example, by a wickingdevice 36′ arranged in contact with the metal-fuel tracks of themetal-fuel tape being transported during the Recharging Mode. Anothertechnique may involve spraying fine water droplets (e.g. ultra-finemist) from micro-nozzles realized along the top surfaces of each cathodesupport structure, facing the metal-fuel tape during transport. Suchoperations will increase the moisture-level or relative humidity withinthe interior of the recharging head (or system housing) and thus ensurethat the concentration of KOH within electrolyte-impregnated strips isoptimally maintained for ion transport and thus metal-oxide reductionduring tape recharging operations.

Recharging Head Temperature Control Subsystem within the Metal-Fuel TapeRecharging Subsystem

As shown in FIGS. 2B31, 2B32, 2B4, and 2B7, the Recharge HeadTemperature Control Subsystem incorporated within the Metal-Fuel TapeRecharging Subsystem 6 of the first illustrative embodiment comprises anumber of subcomponents, namely: the system controller 18′; solid-statetemperature sensors (e.g. thermistors) 271′ embedded within each channelof the multi-cathode support structure hereof, as shown in FIG. 2B7; anda discharge head cooling device 272′, responsive to control signalsproduced by the system controller 18′, for lowering the temperature ofeach discharging channel to within an optimal temperature range duringdischarging operations. The recharge head cooling device 272′ can berealized using a wide variety of heat-exchanging techniques, includingforced-air cooling, water-cooling, and/or refrigerant cooling, each wellknown in the heat exchanging art. In some embodiments of the presentinvention, where high levels of electrical power are being generated, itmay be desirable to provide a jacket-like structure about eachrecharging head in order to circulate air, water or refrigerant fortemperature control purposes.

Data Capture and Processing Subsystem within the Metal-Fuel TapeRecharging Subsystem

In the illustrative embodiment of FIG. 1, Data Capture And ProcessingSubsystem (DCPS) 282 shown in FIGS. 2B31, 2B32, and 2B4 carries out anumber of functions, including, for example: (1) identifying each zoneor subsection of metal-fuel tape immediately before it is transportedthrough each recharging head within the recharging head assembly andproducing metal-fuel zone identification data representative thereof;(2) sensing (i.e. detecting) various “recharge parameters” within theMetal-Fuel Tape Recharging Subsystem existing during the time periodthat the identified metal-fuel zone is transported through therecharging head assembly thereof; (3) computing one or more parameters,estimates or measures indicative of the amount of metal-oxide producedduring tape recharging operations, and producing “metal-oxide indicativedata” representative of such computed parameters, estimates and/ormeasures; and (4) recording in the Metal-Fuel Database ManagementSubsystem 280 (accessible by system controller 18′), sensed rechargeparameter data as well as computed metal-oxide indicative data bothcorrelated to its respective metal-fuel zone identified during theRecharging Mode of operation. As will become apparent hereinafter, suchrecorded information maintained within the Metal-Fuel DatabaseManagement Subsystem 280 by Data Capture and Processing Subsystem 282can be used by the system controller 18′ in various ways including, forexample: optimally recharging partially or completely oxidizedmetal-fuel tape in a rapid manner during the Recharging Mode ofoperation.

During recharging operations, the Data Capture and Processing Subsystem282 automatically samples (or captures) data signals representative of“recharge parameters” associated with the various subsystemsconstituting the Metal-Fuel Tape Recharging Subsystem 7 described above.These sampled values are encoded as information within the data signalsproduced by such subsystems during the Recharging Mode. In accordancewith the principles of the present invention, tape-type “rechargeparameters” shall include, but are not limited to: the voltages suppliedacross the cathode and anode structures along particular metal-fueltracks monitored, for example, by the cathode-anode voltage monitoringsubsystem 26′; the electrical response currents flowing across thecathode and anode structures along particular metal-fuel tracksmonitored, for example, by the cathode-anode current monitoringsubsystem 27′; the velocity (i.e. speed and direction) of the metal-fueltape during recharging of a particular zone of metal-fuel tape,monitored by the metal-fuel tape speed control subsystem; the oxygensaturation (i.e. concentration) level (pO₂) within the cathode structureof each recharging head, monitored by the cathode oxygen pressurecontrol subsystem (28′, 30′, 31′, 18′); the moisture (H₂O) level (orrelative humidity) level across or near the cathode-electrolyteinterface along particular metal-fuel tracks in particular rechargingheads monitored, for example, by the ion-concentration control subsystem(18′, 34′, 35′ and 36′); and the time duration (ΔT) of the state of anyof the above-identified recharge parameters.

In general, there a number of different ways in which the Data Captureand Processing Subsystem 282 can record tape-type “recharge parameters”during the Recharging Mode of operation. While these methods are similarto those employed during the recording of discharge parameters, suchmethods will be detailed hereinbelow for sake of completion.

According to a first method of data recording shown in FIG. 2B9, zoneidentifying code or indicia 80 (e.g. miniature bar code symbol encodedwith zone identifying information) graphically printed on “optical” datatrack 81, can be read by optical data reader 60 realized using opticaltechniques (e.g. laser scanning bar code symbol readers, or opticaldecoders). In the illustrative embodiment, the digital datarepresentative of these unique zone identifying codes is produced forrecording in an information storage structure, as shown in FIG. 2B16,which is created for each metal-fuel zone identified along the tape bydata reader 60 of the Data Capture and Processing Subsystem 282.Preferably, such information to storage is realized by data writingoperations carried out by the Data Capture and Processing and Subsystemwithin the Metal-Fuel Database Management Subsystem 280 during therecharging operations.

According to a second method of data recording shown in FIG. 2B9′,digital “zone identifying” code 83 magnetically recorded in a magneticdata track 84′, can be read by optical data reader 60″ realized usingmagnetic sensing techniques well known in the magstripe reading art. Inthe illustrative embodiment, the digital data representative of theseunique zone identifying codes is produced for recording in aninformation storage structure, as shown in FIG. 2B16, which is createdfor each metal-fuel zone identified along the tape by data reader 60″ ofthe Data Capture and Processing Subsystem 282. Preferably, suchinformation storage is realized by data writing operations carried outby the Data Capture and Processing and Subsystem within the Metal-FuelDatabase Management Subsystem 280 during the recharging operations.

According to a third method of data recording shown in FIG. 2B9″,digital “zone identifying” code recorded as a sequence of lighttransmission apertures 86 in optically opaque data track 87, can be readby optical sensing head 60″ realized using optical sensing techniqueswell known in the art. In the illustrative embodiment, the digital datarepresentative of these unique zone identifying codes is produced forrecording in an information storage structure, as shown in FIG. 2B16,created for each metal-fuel zone identified along the tape by the datareader 60″. Preferably, such information storage is realized by datawriting operations carried out by the Data Capture and Processing andSubsystem within the Metal-Fuel Database Management Subsystem 282 duringthe recharging operations.

According to a fourth alternative method of data recording, both uniquedigital “zone identifying” code and discharge parameters for eachidentified metal-fuel zone are recorded in a magnetic, optical, orapertured data track, realized as a strip attacked to and extendingalong the edge of the metal-fuel tape of the present invention. Theblock of information pertaining to a particular zone or subsection ofmetal-fuel, schematically indicated in FIG. 2B16, can be recorded in thedata track physically adjacent the related metal-fuel zone facilatingeasily access of such recorded information. Typically, the block ofinformation will include the metal-fuel zone identification number and aset of recharge parameters detected by the Data Capture and ProcessingSubsystem 282 as the metal-fuel zone is transported through therecharging head assembly 11.

The first and second data recording methods described above have severaladvantages over the third method described above. In particular, whenusing the first and second methods, the data track provided along themetal-fuel tape can have a very low information capacity. This isbecause very little information needs to be recorded to tag eachmetal-fuel zone with a unique identifier (i.e. address number or zoneidentification number), to which sensed tape recharge parameters arerecorded in the Metal-Fuel Database Management Subsystem 280. Also,formation of a data track in accordance with the first and secondmethods should be inexpensive to fabricate and provide a convenient wayof recording zone identifying information along metal-fuel tape.

Input/Output Control Subsystem within the Metal-Fuel Tape RechargingSubsystem

In some applications, it may be desirable or necessary to combine two ormore FCB systems or their Metal-Fuel Tape Recharging Subsystems in orderto form a resultant system with functionaries not provided by the suchsubsystems operating alone. Contemplating such applications, theMetal-Fuel Tape Recharging Subsystem 7 hereof includes an Input/OutputControl Subsystem 41′ which allows an external system (e.g.microcomputer or microcontroller) to override and control aspects of theMetal-Fuel Tape Recharging Subsystem as if its system controller werecarrying out such control functions. In the illustrative embodiment, theInput/Output Control Subsystem 41′ is realized as a standard IEEE I/Obus architecture which provides an external or remote computer systemwith a way of and means for directly interfacing with the systemcontroller of the Metal-Fuel Tape Recharging Subsystem and managingvarious aspects of system and subsystem operation in a straightforwardmanner.

Recharging Power Regulation Subsystem within the Metal-Fuel TapeRecharging Subsystem

As shown in FIGS. 2B31, 2B32 and 2B4, the output port of the rechargingpower regulation subsystem 92 is operably connected to the input port ofthe Cathode-Anode Input Terminal Configuration Subsystem 91 whereas theinput port of the recharging power regulation subsystem 92 is operablyconnected to the output port of the input power supply subsystem. Whilethe primary function of the recharging power regulation subsystem 92 isto regulate the electrical power supplied to metal-fuel tape during theRecharging Mode of operation, the recharging power regulation subsystem92 can also regulate the voltage applied across the cathode-anodestructures of the metal-fuel track, as well as the electrical currentsflowing across the cathode-electrolyte interfaces thereof duringrecharging operations. Such control functions are managed by the systemcontroller 18′ and can be programmably selected in a variety of ways inorder to achieve optimal recharging of multi-tracked and single-trackmetal-fuel tape while satisfying dynamic loading requirements.

The recharging power regulating subsystem of the first illustrativeembodiment can be realized using solid-state power, voltage and currentcontrol circuitry well known in the power, voltage and current controlarts. Such circuitry can include electrically-programmable powerswitching circuits using transistor-controlled technology, in which oneor more current-controlled sources are connectable in electrical serieswith the cathode and anode structures of the recharging heads 11 inorder to control the electrical currents therethrough in response tocontrol signals produced by the system controller 18′ carrying out aparticular Recharging Power Control Method. Suchelectrically-programmable power switching circuits can also includetransistor-controlled technology, in which one or morevoltage-controlled sources are connectable in electrical parallel withthe cathode and anode structures in order to control the voltagethereacross in response to control signals produced by the systemcontroller 18′. Such circuitry can be combined and controlled by thesystem controller 18′ in order to provide constant power (and/or voltageand/or current) control across the cathode-anode structures of therecharging heads 11 of the FCB system.

In the illustrative embodiments of the present invention, the primaryfunction of the recharging power regulation subsystem 92 is to carry outreal-time power regulation to the cathode/anode structures of therecharging heads of the system using any one of the following RechargingPower Control Methods, namely: (1) a Constant Input Voltage/VariableInput Current Method, wherein the input voltage applied across eachcathode-anode structure is maintained constant while the currenttherethrough is permitted to vary during recharging operations; (2) aConstant Input Current/Variable Input Voltage Method, wherein thecurrent into each cathode-anode structure is maintained constant whilethe output voltage thereacross is permitted to vary during rechargingoperations; (3) a Constant Input Voltage/Constant Input Current Method,wherein the voltage applied across and current into each cathode-anodestructure during recharging are both maintained constant duringrecharging operations; (4) a Constant Input Power Method, wherein theinput power applied across each cathode-anode structure duringrecharging is maintained constant during recharging operations; (5) aPulsed Input Power Method, wherein the input power applied across eachcathode-anode structure during recharging is pulsed with the duty cycleof each power pulse being maintained in accordance with preset ordynamic conditions; (6) a Constant Input Voltage/Pulsed Input CurrentMethod, wherein the input current into each cathode-anode structureduring recharging is maintained constant while the current into thecathode-anode structure is pulsed with a particular duty cycle; and (7)a Pulsed Input Voltage/Constant Input Current Method, wherein the inputpower supplied to each cathode-anode structure during recharging ispulsed while the current thereinto is maintained constant.

In the preferred embodiment of the present invention, each of the seven(7) Recharging Power Regulation Methods described above arepreprogrammed into ROM associated with the system controller 18′. Suchpower regulation methods can be selected in a variety of different ways,including, for example, by manually activating a switch or button on thesystem housing, and by automatically detection of a physical,electrical, magnetic an/or optical condition established or detected atthe interface between the metal-fuel cassette device and the Metal-FuelTape Recharging Subsystem 7.

System Controller within the Metal-Fuel Tape Recharging Subsystem

As illustrated in the detailed description set forth above, the systemcontroller 18′ performs numerous operations in order to carry out thediverse functions of the FCB system within its Recharging Mode. In thepreferred embodiment of the FCB system of FIG. 1, the enablingtechnology used to realize the system controller 18′ in the Metal-FuelTape Recharging Subsystem 7 is substantially the same subsystem used torealize the system controller 18 in the Metal-Fuel Tape DischargingSubsystem 6, except that the system controller 18′ will have someprogrammed functions which system controller 18 does not have, and viceversa. While a common computing platform can be used to realize systemcontroller 18 and 18′, it is understood, however, the system controllersin the Discharging and Recharging Subsystems can be realized as separatesubsystems, each employing one or more programmed microprocessors inorder to carry out the diverse set of functions performed thereby withinthe FCB system hereof. In either case, the input/output controlsubsystem of one of these subsystems can be designed to be the primaryinput/output control subsystem, with which one or more externalsubsystems (e.g. a management subsystem) can be interfaced to enableexternal or remote management of the functions carried out within theFCB system hereof.

Recharging Metal-Fuel Tape within the Metal-Fuel Tape RechargingSubsystem

FIG. 2B5 sets forth a high-level flow chart describing the basic stepsof recharging metal-fuel tape using the Metal-Fuel Tape RechargingSubsystem 7 shown in FIGS. 2B31, 2B32, through 2B4.

As indicated at Block A, the user places (i.e. inserts) a supply ofoxidized metal-fuel tape into the cartridge receiving port of the systemhousing so that the tape path-length expansion mechanism 10 is adjacentthe metal-fuel tape ready for recharging within the Metal-Fuel TapeRecharging Subsystem 7.

As indicated at Block B, the path-length extension mechanism 10 withinthe Metal-Fuel Tape Recharging Subsystem 7 increases the path-length ofthe metal-fuel tape 5 over the extended path-length region thereof, asshown in FIGS. 2B3 and 2B4.

As indicated at Block C, the Recharge Head Transport Subsystem 24′arranges the recharging heads 11 about the metal-fuel tape over theexpanded path-length of the Metal-Fuel Tape Recharging Subsystem 7 sothat the ionically-conducting medium is disposed between each cathodestructure of the recharging head and the adjacent metal-fuel tape.

As indicated at Block D, the Recharge Head Transport Subsystem 24′ thenconfigures each recharging head so that its cathode structure is inionic contact with a portion of the path-length extended metal-fuel tapeand its anode contacting structure is disposed in electrical contacttherewith.

As indicated at Block E, the cathode-anode input terminal configurationsubsystem 91 automatically configures the input terminals of eachrecharging head arranged about the path-length extended metal-fuel tape,and then the system controller 18′ controls the Metal-Fuel CardRecharging Subsystem 7 so that electrical power is supplied to thepath-length extended metal-fuel tape at the required recharging voltagesand currents, and metal-oxide formations on the tape are converted intothe primary metal. When all or a substantial portion of the metal-fueltape has been recharged, then the Cartridge Loading/Unloading Subsystem2 can be programmed to automatically eject the metal-fuel tape cartridgefor replacement with a cartridge containing discharged metal-fuel tape.

Managing Metal-Fuel Availability and Metal-Oxide Presence within theFirst Illustrative Embodiment of the Metal-Air FCB System of the PresentInvention

In the FCB system of the first illustrative embodiment, means areprovided for automatically managing the availability of (i) metal-fuelwithin the Metal-Fuel Tape Discharging Subsystem 6 during dischargingoperations, (ii) and metal-oxide presence within the Metal-Fuel TapeRecharging Subsystem 7 during recharging operations. Such systemcapabilities will be described in greater detail hereinbelow.

During the Discharging Mode

As shown in FIG. 2B17, data signals representative of dischargeparameters (e.g. i_(acd), v_(acd), . . . , pO_(2d), H₂O_(d), T_(acd),v_(acr)/i_(acr)) are automatically provided as input to the Data Captureand Processing Subsystem 277 within the Metal-Fuel Tape DischargingSubsystem 6. After sampling and capturing, these data signals areprocessed and converted into corresponding data elements and thenwritten into an information structure 285 as shown, for example, in FIG.2A16. Each information structure 285 comprises a set of data elementswhich are “time-stamped” and related (i.e. linked) to a uniquemetal-fuel zone identifier 80 (83,86), associated with a particularmetal-fuel tape supply (e.g. reel-to-reel, cassette, etc.). The uniquemetal-fuel zone identifier is determined by data reading head 38(38′,38″) shown in FIG. 2A6. Each time-stamped information structure isthen recorded within the Metal-Fuel Database Management Subsystem 275for maintenance, subsequent processing and/or access during futurerecharging and/or discharging operations.

As mentioned hereinabove, various types of information are sampled andcollected by the Data Capture and Processing Subsystem 277 during thedischarging mode. Such information types include, for example: (1) theamount of electrical current (i_(acd)) discharged across particularcathode-anode structures within particular discharge heads; (2) thevoltage (v_(acd)) generated across each such cathode-anode structure;(3) the velocity (v_(d)) of the metal-fuel zone being transportedthrough the discharging head assembly; (4) the oxygen concentration(pO_(2d)) level in each subchamber within each discharging head; (5) themoisture level {H₂O}_(d) near each cathode-electrolyte interface withineach discharging head; and (6) the temperature (T_(acd)) within eachchannel of each discharging head. From such collected information, theData Capture and Processing Subsystem 277 can readily compute (i) thetime (Δt) duration that electrical current was discharged across aparticular cathode-anode structure within a particular discharge head.

The information structures produced and stored within the Metal-FuelDatabase Management Subsystem 275 on a real-time basis can be used in avariety of ways during discharging operations. For example, theabove-described current (i_(avg)) and time information (ΔT) isconventionally measured in Amperes and Hours, respectively. The productof these measures (AH) provides an approximate measure of the electricalcharge (−Q) discharged from the metal-air fuel cell battery structuresalong the metal-fuel tape. Thus the computed “AH” product provides anapproximate amount of metal-oxide that one can expect to have beenformed on the identified (i.e. labelled) zone of metal-fuel, at aparticular instant in time, during discharging operations.

When information relating to the instantaneous velocity (v_(t)) of eachmetal-fuel zone is used in combination with the AH product, it ispossible to compute a more accurate measure of electrical dischargeacross a cathode-anode structure in a particular discharge head. Fromthis more accurately computed discharged amount, the Data Capture andProcessing Subsystem 277 can compute a very accurate estimate of theamount of metal-oxide produced as each metal-fuel zone is transportedthrough a discharge head at a particular tape velocity and a given setof discharging conditions determined by the detected dischargeparameters.

When used with historical information about metal oxidation andreduction processes, the Metal-Fuel Database Management Subsystem 275can be used to account for or determine how much metal-fuel (e.g. zinc)should be available for discharging (i.e. producing electrical power)from zinc-fuel tape, or how much metal-oxide is present for reducingalong the zinc-fuel tape. Thus such information can be very useful incarrying out metal-fuel management functions including, for example,determination of metal-fuel amounts available along a particularmetal-fuel zone.

In the illustrative embodiment, metal-fuel availability is managedwithin the Metal-Fuel Tape Discharging Subsystem 6, using one of twodifferent methods for managing metal-fuel availability describedhereinbelow.

First Method of Metal-Fuel Availability Management During DischargingOperations

According to the first method of metal-fuel availability management, (i)the data reading head 38 (38′, 38″) shown in FIG. 2A10 is used toidentify each metal-fuel zone passing under the metal-oxide sensing headassembly 23 shown in FIG. 2A15 and produce metal-fuel zoneidentification data indicative thereof, while (ii) the metal-oxidesensing head assembly 23 measures the amount of metal oxide presentalong each identified metal-fuel zone. As mentioned hereinabove, eachmetal-oxide measurement is carried out by applying a test voltage acrossa particular track of metal fuel, and detecting the electrical whichflows across the section of metal-fuel track in response the appliedtest voltage. The data signals representative of the applied voltage(v_(applied)) and response current (i_(response)) at a particularsampling period are automatically detected by the Data Capture andProcessing Subsystem 277 and processed to produce a data elementrepresentative of the ratio of the applied voltage to response current(v_(applied)/(i_(response)). This data element is automatically recordedwithin an information structure linked to the identified metal-fuel zonemaintained in the Metal-Fuel Data Management Subsystem 275. As this dataelement (v/i) provides a direct measure of electrical resistance acrossthe subsection of metal-fuel tape under measurement, it can beaccurately correlated to a measured amount of metal-oxide present on theidentified metal-fuel zone. As shown in FIG. 2A16, this metal-oxidemeasure (MOM) is recorded in the information structure shown linked tothe identified metal-fuel zone upon which the response currentmeasurements were taken.

The Data Capturing and Processing Subsystem 277 can then compute theamount of metal-fuel (MFA_(t)) remaining on the identified metal-fuelzone at time “t” using (i) the measured amount of metal-oxide on theidentified fuel zone at time instant “t” (MOM_(t)), and (ii) a prioriinformation recorded in the Metal-Fuel Database Management Subsystem 275regarding the maximum amount of metal-fuel (MFA_(maximum)) that ispotentially available over each metal-fuel zone when the zone isdisposed in its fully charged state, with no metal-oxide formationthereon. This computation can be mathematically expressed as:MFA_(t)=MFA_(maximum)−MOM_(t). As illustrated in FIG. 2A16, each suchdata element is automatically recorded within an information storagestructure in the Metal-Fuel Database Management Subsystem 275. Theaddress of each such recorded information structure is linked to theidentification data of the identified metal-fuel zone ID data readduring discharging operations.

During discharging operations, the above-described metal-fuelavailability update procedure is carried out every t_(i)−t_(i+1) secondsfor each metal-fuel zone that is automatically identified by the datareading head 38 (38′, 38″), over which the metal-fuel tape istransported. This ensures that for each metal-fuel zone along each trackalong a supply of metal-fuel tape there is an up-to-date informationstructure containing information on the discharge parameters, themetal-fuel availability state, metal-oxide presence state, and the like.

Second Method of Metal-Fuel Availability Management During DischargingOperations

According to the second method of metal-fuel availability management,(i) the data reading head 38 (38′, 38″) shown in FIG. 2A10 is used toidentify each metal-fuel zone passing under the discharging headassembly and produce metal-fuel zone identification data indicativethereof, while (ii) the Data Capturing and Processing Subsystem 277automatically collects information relating to the various dischargeparameters and computes parameters pertaining to the availability ofmetal-fuel and metal-oxide presence along each metal-fuel zone along aparticular supply of metal-fuel tape. In accordance with the principlesof the present invention, this method of metal-fuel management isrealized as a three-step procedure cyclically carried out within theMetal-Fuel Database Management Subsystem 275 of the DischargingSubsystem 6. After each cycle of computations, the Metal-Fuel DatabaseManagement Subsystem 275 contains current (up-to-date) information onthe amount of metal-fuel disposed along each metal-fuel zone (disposedalong any particular fuel track). Such information on each identifiablezone of the metal-fuel tape can be used to: manage the availability ofmetal-fuel to meet the electrical power demands of the electrical loadconnected to the FCB system; as well as set the discharge parameters inan optimal manner during discharging operations.

As shown in FIG. 2A16, information structures 285 are recorded for eachidentified metal-fuel zone (MFZ_(k)) along each metal-fuel track(MFT_(j)), at each sampled instant of time t_(i). Initially, themetal-fuel tape has been either fully charged or recharged and loadedinto the FCB system hereof, and in this fully charged state, eachmetal-fuel zone has an initial amount of metal-fuel present along itssurface. This initial metal-fuel amount can be determined in a varietyof different ways, including for example: by encoding suchinitialization information on the metal-fuel tape itself; byprerecording such initialization information within the Metal-FuelDatabase Management Subsystem 275 at the factory and automaticallyinitialized upon reading a code applied along the metal-fuel tape bydata reading head 38 (38′, 38″); by actually measuring the initialamount of metal-fuel by sampling values at a number of metal-fuel zonesusing the metal-oxide sensing assembly 23; or by any other suitabletechnique.

As part of the first step of the procedure, this initial metal-fuelamount available at initial time instant t₀, and designated as MFA₀, isquantified by the Data Capture and Processing Subsystem 277 and recordedwithin the information structure of FIG. 2A16 maintained within theMetal-Fuel Database Management Subsystem 275. While this initialmetal-fuel measure (MFA₀) can be determined empirically throughmetal-oxide sensing techniques, in many applications it may be moreexpedient to use theoretical principles to compute this measure afterthe tape has been subjected to a known course of treatment (e.g.complete recharging).

The second step of the procedure involves subtracting from the initialmetal-fuel amount MFA₀, the computed metal-oxide estimate MOE₀₋₁ whichcorresponds to the amount of metal-oxide produced during dischargingoperations conducted between time interval t₀-t₁. During the dischargingoperation, metal-oxide estimate MOE₀₋₁ is computed using the followingdischarge parameters collected—electrical discharge current, i_(acd),time duration ΔT_(d), and the average tape zone velocity v₀₋₁ over timeduration ΔT_(d).

The third step of the procedure involves adding to the computed measure(MFA₀−MOE₀₋₁), the metal-fuel estimate MFE₀₋₁ which corresponds to theamount of metal-fuel produced during any recharging operations conductedbetween time interval t₀-t₁. Notably, the metal-fuel estimate MFE₀₋₁ iscomputed using the following recharge parameters collected—electricalrecharge current i_(acr), time duration ΔT, and tape zone velocity v₀₋₁over the time duration ΔT. As this metal-fuel measure MFE₀₋₁ will havebeen previously computed and recorded within the Metal-Fuel DatabaseManagement Subsystem 280 within the Metal-Fuel Tape Recharging Subsystem7, it will be necessary for the system controller 18 to read thisprerecorded information element from the Database Subsystem 280 withinthe Recharging Subsystem 7 during discharging operations.

The computed result of the above-described procedure (i.e.MFA₀−MOE₀₋₁+MFE₀₋₁) is then posted within the Metal-Fuel DatabaseManagement Subsystem 275 within Discharging Subsystem 6 as the newcurrent metal-fuel amount (MFA₁) which will be used in the nextmetal-fuel availability update procedure.

During discharging operations, the above-described accounting updateprocedure is carried out every t_(i)−t_(i+1) seconds for each metal-fuelzone that is automatically identified by the data reading head 38 (38′,38″), by which the metal-fuel tape is transported. Notably, each elementof metal-fuel zone identification data (zone ID data) collected by thedata reading head 38 (38′, 38″) during discharging operations is used toaddress memory storage locations within the Metal-Fuel DatabaseManagement Subsystems 275 and 280 where correlated informationstructures are to be recorded during database updating operations. Whilesuch database updating operations are carried out at the same time thatdischarging operations are carried out, it may be convenient in someapplications to perform such updating operations after the occurrence ofsome predetermined delay period.

Uses for Metal-Fuel Availability Management During the Discharging Modeof Operation

During discharging operations, the computed estimates of metal-fuelpresent over any particular metal-fuel zone (i.e. MFE_(t1-t2)), alongany particular fuel track, determined at the j-th discharging head, canbe used to compute in real-time the availability of metal-fuel at the(j+1)th, (j+2)th, or (j+n)th discharging head downstream from the j-thdischarging head. Using such computed measures, the system controller 18within the Metal-Fuel Tape Discharging Subsystem 6 can determine (i.e.anticipate) in real-time, which metal-fuel zones along a supply ofmetal-fuel tape contain metal-fuel (e.g. zinc) in quantities sufficientto satisfy instantaneous electrical-loading conditions imposed upon theMetal-Fuel Tape Discharging Subsystem 6 during the dischargingoperations, and selectively advance the metal-fuel tape to zones wheremetal-fuel is known to exist. In the event that gaps of fuel-depletionexist along any particular section of tape, the tape transport controlsubsystem can rapidly “skip over” such tape sections to where metal-fuelexists. Such tape advancement (or skipping) operations can be carriedout by the system controller 18 temporarily increasing the instantaneousvelocity of the metal-fuel tape so that tape supporting metal-fuelcontent (e.g. deposits) along particular tracks are readily availablefor producing electrical power required by the electrical load 12.During such brief time periods when depleted sections of tape aretransported through the discharging head assembly 9, the dischargingpower regulation subsystem 40, equipped with storage capacitors or thelike, can serve to regulate the output power as required by electricalload conditions.

Another advantage derived from such metal-fuel management capabilitiesis that the system controller 18 within the Metal-Fuel Tape DischargingSubsystem 6 can control discharge parameters during dischargingoperations using information collected and recorded within theMetal-Fuel Database Management Subsystem 275 during the immediatelyprior discharging and recharging operations.

Means for Controlling Discharge Parameters During the Discharging ModeUsing Information Recorded During the Prior Modes of Operation

In the FCB system of the first illustrative embodiment, the systemcontroller 18 within the Metal-Fuel Tape Discharging Subsystem 6 canautomatically control discharge parameters using information collectedduring prior recharging and discharging operations and recorded withinthe Metal-Fuel Database Management Subsystems of the FCB system of FIG.1.

As shown in FIG. 2B17, the subsystem architecture and buses 276, 279 and281 provided within and between the Discharging and RechargingSubsystems 6 and 7 enable system controller 18 within the Metal-FuelTape Discharging Subsystem 6 to access and use information recordedwithin the Metal-Fuel Database Management Subsystem 280 within theMetal-Fuel Tape Recharging Subsystem 7. Similarly, the subsystemarchitecture and buses provided within and between the Discharging andRecharging Subsystems 6 and 7, respectively enable system controller 18′within the Metal-Fuel Tape Recharging Subsystem 7 to access and useinformation recorded within the Metal-Fuel Database Management Subsystem275 within the Metal-Fuel Tape Discharging Subsystem 6. The advantagesof such information file and sub-file sharing capabilities will beexplained hereinbelow.

During the discharging operations, the system controller 18 can accessvarious types of information stored within the Metal-Fuel DatabaseManagement Subsystems of Discharging and Recharging Subsystems 6 and 7.One important information element will relate to the amount ofmetal-fuel currently available at each metal-fuel zone along aparticular fuel track at a particular instant of time (i.e. MFE_(t)).Using this information, the system controller 18 can determine if therewill be sufficient metal-fuel along a particular section of tape tosatisfy current electrical power demands. The zones along one or more orall of the fuel tracks along a supply of metal-fuel tape may besubstantially consumed as a result of prior discharging operations, andnot having been recharged since the last discharging operation. Thesystem controller 18 can anticipate such metal-fuel conditions prior tothe section of tape being transported over the discharging heads.Depending on the metal-fuel condition of “upstream” sections of tape,the system controller 18 may respond as follows: (i) increase the tapespeed when the fuel is thinly present on identified zones, and decreasethe tape speed when the fuel is thickly present on identified zonesbeing transported through the discharging heads, to satisfy the demandsof the electrical load; (ii) connect the cathode-anode structures ofmetal-fuel “rich” tracks into the discharging power regulation subsystem40 when high loading conditions are detected at load 12, and connect thecathode-anode structures of metal-fuel “depleted” tracks from thissubsystem when low loading conditions are detected at load 12; (iii)increase the amount of oxygen being injected within the correspondingcathode support structures (i.e. increase the pO₂ therewithin) when thethinly formed metal-fuel is present on identified metal-fuel zones, anddecrease the amount of oxygen being injected within the correspondingcathode support structures when thickly formed metal-fuel is present onidentified metal-fuel zones being transported through the dischargingheads; (iv) control the temperature of the discharging heads when thesensed temperature thereof exceeds predetermined thresholds; etc. It isunderstood that in alternative embodiments of the present invention, thesystem controller 18 may operate in different ways in response to thedetected condition of particular tracks on an identified metal fuelzone.

During the Recharging Mode

As shown in FIG. 2B17, data signals representative of rechargeparameters (e.g., i_(acr), v_(acr), . . . , pO_(2r), H₂O_(r), T_(r),v_(acr)/i_(acr)) are automatically provided as input to the Data Captureand Processing Subsystem 275 within the Metal-Fuel Tape RechargingSubsystem 7. After sampling and capturing, these data signals areprocessed and converted into corresponding data elements and thenwritten into an information structure 286 as shown, for example, in FIG.2B16. As in the case of discharge parameter collection, each informationstructure 286 for recharge parameters comprises a set of data elementswhich are “time-stamped” and related (i.e. linked) to a uniquemetal-fuel zone identifier 80 (83, 86), associated with the metal-fueltape supply (e.g. reel-to-reel, cassette, etc.) being recharged. Theunique metal-fuel zone identifier is determined by data reading head 60(60′, 60″) shown in FIG. 2B6. Each time-stamped information structure isthen recorded within the Metal-Fuel Database Management Subsystem 280 ofthe Metal-Fuel Tape Recharging Subsystem 7, shown in FIG. 2B17, formaintenance, subsequent processing and/or access during futurerecharging and/or discharging operations.

As mentioned hereinabove, various types of information are sampled andcollected by the Data Capture and Processing Subsystem 282 during therecharging mode. Such information types include, for example: (1) therecharging voltage applied across each such cathode-anode structurewithin each recharging head; (2) the amount of electrical current(i_(ac)) supplied across each cathode-anode structures within eachrecharge head; (3) the velocity of the metal-fuel tape being transportedthrough the recharging head assembly; (4) the oxygen concentration (pO₂)level in each subchamber within each recharging head; (5) the moisturelevel (H₂O) near each cathode-electrolyte interface within eachrecharging head; and (6) the temperature (T_(ac)) within each channel ofeach recharging head. From such collected information, the Data Captureand Processing Subsystem 282 call readily compute various parameters ofthe system including, for example, the time duration (Δt) thatelectrical current was supplied to a particular cathode-anode structurewithin a particular recharging head.

The information structures produced and stored within the Metal-FuelDatabase Management Subsystem 280 of the Metal-Fuel Tape RechargingSubsystem 7 on a real-time basis can be used in a variety of ways duringrecharging operations. For example, the above-described current(i_(avg)) and time duration (ΔT) information acquired during therecharging mode is conventionally measured in Amperes and Hours,respectively. The product of these measures (AH) provides an approximatemeasure of the electrical charge (−Q) supplied to the metal-air fuelcell battery structures along the metal-fuel tape during rechargingoperations. Thus the computed “AH” product provides an approximateamount of metal-fuel that one can expect to have been produced on theidentified (i.e. labelled) zone of metal-fuel, at a particular instantin time, during recharging operations.

When information relating to the instantaneous velocity (v_(t)) of eachmetal-fuel zone is used in combination with the AH product, it ispossible to compute a more accurate measure of electrical charge (Q)supplied to a particular cathode-anode structure in a particularrecharging head. From this accurately computed “recharge” amount, theData Capture and Processing Subsystem 282 can compute a very accurateestimate of the amount of metal-fuel produced as each identifiedmetal-fuel zone is transported through each recharging head at aparticular tape velocity, and given set of recharging conditionsdetermined by the detected recharge parameters.

When used with historical information about metal oxidation andreduction processes, the Metal-Fuel Database Management Subsystemswithin the Metal-Fuel Tape Discharging and Recharging Subsystems 6 and 7respectively can be used to account for or determine how muchmetal-oxide (e.g. zinc-oxide) should be present for recharging (i.e.conversion back into zinc from zinc-oxide) along the zinc-fuel tape.Thus such information can be very useful in carrying out metal-fuelmanagement functions including, for example, determination ofmetal-oxide amounts present along each metal-fuel zone during rechargingoperations.

In the illustrative embodiment, the metal-oxide presence managementprocess may be carried out within the Metal-Fuel Tape RechargingSubsystem 7 using one or two different methods which will be describedhereinbelow.

First Method of Metal-Oxide Presence Management During RechargingOperations

According to the first method of metal-oxide presence management, (i)the data reading head 60 (60′, 60″) shown in FIG. 2B8 is used toidentify each metal-fuel zone passing under the metal-oxide sensing headassembly 23′ and produce metal-fuel zone identification data indicativethereof, while (ii) the metal-oxide sensing head assembly 23′ shown inFIG. 2B15 measures the amount of metal oxide present along eachidentified metal-fuel zone. As mentioned hereinabove, each metal-oxidemeasurement is carried out by applying a test voltage across aparticular track of metal fuel, and detecting the electrical currentwhich flows across the section of metal-fuel track in response theapplied test voltage. The data signals representative of the appliedvoltage (v_(applied)) and response current (i_(response)) at aparticular sampling period are automatically detected by the DataCapture and Processing Subsystem 282 and processed to produce a dataelement representative of the ratio of the applied voltage to responsecurrent (v_(applied)/(i_(response)). This data element is automaticallyrecorded within an information structure linked to the identifiedmetal-fuel zone, maintained in the Metal-Fuel Data Management Subsystem282 of the Metal-Fuel Tape Recharging Subsystem 7. As this data element(v/i) provides a direct measure of electrical resistance across thesubsection of metal-fuel tape under measurement, it can be accuratelycorrelated to a measured amount of metal-oxide present on the identifiedmetal-fuel zone. As shown in FIG. 2B16, this metal-oxide measure (MOM)is recorded in the information structure shown linked to the identifiedmetal-fuel zone upon which the response current measurements were takenduring a particular recharging operation.

The Data Capturing and Processing Subsystem 282 within the Metal-FuelTape Recharging Subsystem 7 can then compute the amount of metal-oxide(MOA_(t)) existing on the identified metal-fuel zone at time “t”. Asillustrated in FIG. 2B16, each such data element is automaticallyrecorded within an information storage structure in the Metal-FuelDatabase Management Subsystem 282 of the Metal-Fuel Tape RechargingSubsystem 7. The address of each such recorded information structure islinked to the identification data of the identified metal-fuel zone IDdata read during recharging operations.

During recharging operations, the above-described metal-oxide presenceupdate procedure is carried out every t_(i)−t_(i+1) seconds for eachmetal-fuel zone that is automatically identified by the data readinghead 60 (60′, 60″), over which the metal-fuel tape is transported.

Second Method of Metal-Fuel Presence Management During RechargingOperations

According to the second method of metal-fuel presence management, (i)the data reading head 60 (60′, 60″) shown in FIG. 2B8 is used toidentify each metal-fuel zone passing under the recharging head assemblyand produce zone identification data indicative thereof, while (ii) theData Capturing and Processing Subsystem 282 automatically collectsinformation relating to the various recharge parameters and computesparameters pertaining to the availability of metal-fuel and metal-oxidepresence along each metal-fuel zone along a particular supply ofmetal-fuel tape. As will be described in greater detail hereinafter,this method of metal-oxide management is realized as a three-stepprocedure cyclically carried out within the Metal-Fuel DatabaseManagement Subsystem 280 of the Recharging Subsystem 7.

After each cycle of computation, the Metal-Fuel Database ManagementSubsystem 280 contains current (up-to-date) information on the amount ofmetal-fuel disposed along each metal-fuel zone (disposed along anyparticular fuel track). Such information on each identifiable zone ofthe metal-fuel tape can be used to: manage the presence of metal-oxidefor efficient conversion into its primary metal; as well as set therecharge parameters in an optimal manner during recharging operations.

As shown in FIG. 2B16, information structures 286 are recorded for eachidentified metal-fuel zone (MFZ_(k)) along each metal-fuel track(MFT_(j)), at each sampled instant of time t_(i). Typically, themetal-fuel tape has been completely or partially discharged and loadedinto the FCB system hereof, and in this discharged state, eachmetal-fuel zone has an initial amount of metal-oxide present along itssurface which cannot be used to produced electrical power within the FCBsystem. This initial metal-fuel amount can be determined in a variety ofdifferent ways, including for example: by encoding such initializationinformation on the metal-fuel tape itself; by prerecording suchinitialization information within the Metal-Fuel Database ManagementSubsystem 282 at the factory and automatically initialized upon readinga code applied along the metal-fuel tape by data reading head 60 (60′,60″); by actually measuring the initial amount of metal-oxilie bysampling values at a number of metal-fuel zones using the metal-oxidesensing assembly 23′; or by any other suitable technique.

As part of the first step of the metal-oxide management procedure, thisinitial metal-oxide amount available at initial time instant t₀, anddesignated as MOA₀, is quantified by the Data Capture and ProcessingSubsystem 282 and recorded within the information structure of FIG. 2B16maintained within the Metal-Fuel Database Management Subsystem 282 ofthe Metal-Fuel Tape Recharging Subsystem 7. While this initialmetal-oxide measure (MOA₀) can be determined empirically throughmetal-oxide sensing techniques, in many applications it may be moreexpedient to use theoretical principles to compute this measure afterthe tape has been subjected to a known course of treatment (e.g.complete discharging).

The second step of the procedure involves subtracting from the initialmetal-oxide amount MOA₀, the computed metal-fuel estimate MFE₀₋₁ whichcorresponds to the amount of metal-fuel produced during rechargingoperations conducted between time interval t₀-t₁. During the rechargingoperation, metal-oxide estimate MOE₀₋₁ is computed using the followingrecharge parameters collected—electrical recharge current i_(acr), timeduration thereof ΔT, and tape zone velocity v₀₋₁.

The third step of the procedure involves adding to the computed measure(MOA₀−MFE₀₋₁), the metal-oxide estimate MOE₀₋₁ which corresponds to theamount of metal-oxide produced during any discharging operationsconducted between time interval t₀-t₁. Notably, the metal-oxide estimateMOE₀₋₁ is computed using the following discharge parameterscollected—electrical discharge current i_(acd), time duration thereofΔT_(r) and average tape zone velocity v₀₋₁ over this time durationduring discharging operations. As this metal-oxide estimate MOE₀₋₁ willhave been previously computed and recorded within the Metal-FuelDatabase Management Subsystem within the Metal-Fuel Tape DischargingSubsystem 6, it will be necessary to read this prerecorded informationelement from the database within the Metal-Fuel Tape DischargingSubsystem 6 during recharging operations.

The computed result of the above-described accounting procedure (i.e.MOA₀−MFE₀₋₁+MOE₀₋₁) is then posted within the Metal-Fuel DatabaseManagement Subsystem 280 within Recharging Subsystem 7 as the newcurrent metal-oxide amount (MOA₁) which will be used in the nextmetal-oxide presence update procedure.

During recharging operations, the above-described accounting updateprocedure is carried out every t_(i)−t_(i+1) seconds for each metal-fuelzone that is automatically identified by the data reading head 60 (60′,60″), by which the metal-fuel tape is transported. Notably, each elementof metal-fuel zone identification data (zone ID data) is collected bythe data reading head 60 (60′, 60″) during recharging operations and isused to address memory storage locations within the Metal-Fuel DatabaseManagement Subsystem 280 where correlated information structures are tobe recorded during database updating operations. While such databaseupdating operations are carried out at the same time that rechargingoperations are carried out, it may be convenient in some applications toperform such updating operations after the occurrence of somepredetermined delay period.

Uses for Metal-Oxide Presence Management During the Recharging Mode ofOperation

During recharging operations, the computed amounts of metal-oxidepresent over any particular metal-fuel zone (i.e. MOA_(t1-t2)), alongany particular fuel track, determined at the j-th recharging head, canbe used to compute in real-time the presence of metal-fuel at the(j+1)th, (j+2)th, or (j+n)th recharging head downstream from the j-threcharging head. Using such computed measures, the system controller 18′within the Metal-Fuel Tape Recharging Subsystem 7 can determine (i.e.anticipate) in real-time, which metal-fuel zones along a supply ofmetal-fuel tape contain metal-oxide (e.g. zinc-oxide) requiringrecharging, and which contain metal-fuel not requiring recharging. Forthose metal-fuel zones requiring recharging, the system controller 18′can temporarily increasing the instantaneous velocity of the metal-fueltape so that tape supporting metal-oxide content (e.g. deposits) alongparticular tracks are readily available for conversion into metal-fuelwithin the recharging head assembly.

Another advantage derived from such metal-oxide management capabilitiesis that the system controller 18′ within the Metal-Fuel Tape RechargingSubsystem 7 can control recharge parameters during recharging operationsusing information collected and recorded within the Metal-Fuel DatabaseManagement Subsystem 280 during the immediately prior dischargingoperations, and vice versa. Such advantages will be described in greaterdetail hereinafter.

During Recharging operations, information collected can be used tocompute an accurate measure of the amount of metal-oxide that existsalong each metal-fuel zone at any instant in time. Such information,stored within information storage structures maintained within theMetal-Fuel Database Subsystem 280, can be accessed and used by thesystem controller 18′ within the Metal-Fuel Tape Discharging Subsystem 7to control the amount of electrical current supplied across thecathode-anode structures of each recharging head 11. Ideally, themagnitude of electrical current will be selected to ensure completeconversion of the estimated amount of metal-oxide (present at each suchzone) into its source metal (e.g. zinc).

Means for Controlling Recharge Parameters During the Recharging ModeUsing Information Recorded During the Prior Modes of Operation

In the FCB system of the first illustrative embodiment, the systemcontroller 18′ within the Metal-Fuel Tape Recharging Subsystem 7 canautomatically control recharge parameters using information collectedduring prior discharging and recharging operations and recorded withinthe Metal-Fuel Database Management Subsystems of the FCB system of FIG.1.

During the recharging operations, the system controller 18′ within theMetal-Fuel Tape Recharging Subsystem 7 can access various types ofinformation stored within the Metal-Fuel Database Management Subsystem275. One important information element stored therein will relate to theamount of metal-oxide currently present at each metal-fuel zone along aparticular fuel track at a particular instant of time (i.e. MOE_(t)).Using this information, the system controller 18′ can determine exactlywhere metal-oxide deposits are present along particular sections oftape, and thus can advance the metal fuel tape thereto in order toefficiently and quickly carry out recharging operations therealong. Thesystem controller 18′ can anticipate such metal-fuel conditions prior tothe section of tape being transported over the recharging heads.Depending on the metal-fuel condition of “upstream” sections of tape,the system controller 18′ of the illustrative embodiment may respond asfollows: (i) increase the tape speed when the metal-oxide is thinlypresent on identified zones, and decrease the tape speed when themetal-oxide is thickly present thereon; (ii) connect cathode-anodestructures of metal-oxide “rich” tracks into the recharging powerregulation subsystem 92 for longer periods of recharging, and connectmetal-oxide “depleted” tracks from this subsystera for shorter periodsof recharging; (iii) increase the rate of oxygen evacuation fromcathode-anode structures having thickly formed metal-oxide formationspresent on identified metal-fuel zones, and decrease the rate of oxygenevacuation from cathode-anode structures having thinly formedmetal-oxide formations present on identified metal-fuel zones beingtransported through the recharging heads; (iv) control the temperatureof the recharging heads when the sensed temperature thereof exceedspredetermined thresholds; etc. It is understood that in alternativeembodiments of the present invention, the system controller 18′ mayoperate in different ways in response to the detected condition of aparticular track on an identified fuel zone.

THE SECOND ILLUSTRATIVE EMBODIMENT OF THE METAL-FUEL TAPE FCB SYSTEM OFTHE PRESENT INVENTION

The second illustrative embodiment of the metal-air FCB system hereof isillustrated in FIG. 3A. As shown therein, this FCB system 100 comprisesa number of subsystems, namely: a Metal-Fuel Tape Cassette CartridgeLoading/Unloading Subsystem 2 as described hereinabove for loading andunloading of a metal-fuel tape cassette device 3 into the FCB systemduring its Cartridge Loading and Unloading Modes of operation,respectively; a Metal-Fuel Tape Transport Subsystem 4 as describedhereinabove for transporting the metal-fuel tape through the systemduring its Discharging and Recharging Modes of operation; and Metal-FuelTape Recharging Subsystem 7 as described hereinabove forelectro-chemically recharging (i.e. reducing) sections of oxidizedmetal-fuel tape during the Recharging Mode of operation. Detailsconcerning each of these subsystems have been described hereinabove inconnection with the first illustrative embodiment of the FCB systemshown in FIG. 1. The primary difference between the systems shown inFIGS. 1 and 3 is that the system of FIG. 3 does not have a Metal-FuelDischarging Subsystem 6, and thus functions as a recharger and not adischarging (i.e. power generating) device.

THE THIRD ILLUSTRATIVE EMBODIMENT OF THE METAL-AIR FCB SYSTEM OF THEPRESENT INVENTION

The third illustrative embodiment of the metal-air FCB system hereof isillustrated in FIG. 3B. As shown therein, this FCB system 101 comprisesa number of subsystems, namely: a Metal-Fuel Tape Cassette CartridgeLoading/Unloading Subsystem 2 for loading and unloading of a metal-fueltape cassette device 4 into the FCB system; a Metal-Fuel Tape TransportSubsystem 7 for transporting the metal-fuel tape through the systemduring its Discharging and Recharging Modes of operation; and Metal-FuelTape Recharging Subsystem 7 for electro-chemically recharging (i.e.reducing) sections of oxidized metal-fuel tape during the RechargingMode of operation. Details concerning each of these subsystems have beendescribed hereinabove in connection with the first illustrativeembodiment of the FCB system shown in FIG. 1. The primary differencebetween the systems shown in FIGS. 3A and 3B is that the system of FIG.3B is capable of recharging metal-fuel cassette devices 3 that mayincorporate a component or two of a discharging head 9, as well as othercomponents associated with Metal-Fuel Tape Discharging Subsystem 6.

THE FOURTH ILLUSTRATIVE EMBODIMENT OF THE METAL-AIR FCB SYSTEM OF THEPRESENT INVENTION

The fourth illustrative embodiment of the metal-air FCB system hereof isillustrated in FIGS. 4 through 5B15. As shown in FIGS. 4, 5A1 and 5A2,this FCB system 110 comprises a number of subsystems, namely: aMetal-Fuel Card Loading/Unloading Subsystem 111 for semi-manuallyloading one or more metal-fuel cards 112 into card insertion ports (e.g.slots) formed through the housing 126 of the FCB system, andsemi-manually unloading metal-fuel cards therefrom; a Metal-Fuel CardDischarging (i.e. Power Generation) Subsystem 115 for generatingelectrical power across an electrical load 116 from the metal-fuel cardsduring the Discharging Mode of operation; and Metal-Fuel Card RechargingSubsystem 117 for electro-chemically recharging (i.e. reducing) sectionsof oxidized metal-fuel cards during the Recharging Mode of operation.Details concerning each of these subsystems and how they cooperate willbe described below.

As shown in FIG. 5A9, the metal-fuel material consumed by this FCBSystem is provided in the form of metal fuel cards 112 as shown in FIG.4 which are manually loaded through the housing ports, into the cardstorage bay of the system. In the illustrative embodiment, the cardstorage bay is divided into two sections: a discharging bay 113 forloading (re)charged metal-fuel cards for discharge (i.e. powergeneration); and a recharging bay 114 for loading discharged metal-fuelcards for recharging purposes. As shown in FIGS. 4, 5A31, 5A32, 5A9,each metal-fuel card 112 has a rectangular-shaped housing containing aplurality of electrically isolated metal-fuel strips 119A through 119Eadapted to contact the cathode elements 120A through 120E of each“multi-track” discharging head in the Metal-Fuel Tape DischargingSubsystem when the fuel card is moved into properly aligned positionbetween cathode support plate 121 and anode contacting structure 122during the Discharging Mode, as shown in FIG. 5A4.

In the illustrative embodiment, the fuel card of the present inventionis “multi-tracked” in order to enable the simultaneous production ofmultiple supply voltages (e.g. 1.2 Volts) from the “multi-track”discharging heads employed therein. As will be described in greaterdetail hereinafter, the purpose of this novel generating head design isto enable the generating and delivery of a wide range of output voltagesfrom the system, suitable to the electrical load connected to the FCBsystem.

Brief Summary of Modes of Operation of the FCB System of the FourthIllustrative Embodiment of the Present Invention

The FCB system of the fourth illustrative embodiment has several modesof operation, namely: a Card Loading Mode during which metal-fuel cardsare semi-manually loaded within the system; a Discharging Mode duringwhich electrical power is produced from the output terminal of thesystem and supplied to the electrical loaded connected thereto; aRecharging Mode during which metal-fuel cards are recharged; and a CardUnloading Mode during which metal-fuel cards are semi-manually unloadedfrom the system. These modes will be described in greater detailhereinafter with reference to FIGS. 5A1 and 5A2 in particular.

During the Card Loading Mode, one or more metal-fuel cards 112 areloaded into the FCB system by the Card Loading/Unloading Subsystem 111.During the Discharging Mode, the charged metal-fuel cards are dischargedin order to electro-chemically generate electrical power therefrom forsupply to the electrical load 116 connected thereto. During theRecharging Mode, the oxidized metal-fuel cards are electro-chemicallyreduced in order to convert oxide formations on the metal-fuel cardsinto its primary metal during recharging operations. During the CardUnloading Mode, the metal-fuel cards are unloaded (e.g. ejected) fromthe FCB system by the Card Loading/Unloading Subsystem 111.

While it may be desirable in some applications to suspend taperecharging operations while carryout tape discharging operations, theFCB system of the fourth illustrative embodiment enables concurrentoperation of the Discharging and Recharging Modes. Notably, this featureof the present invention enables simultaneous discharging and rechargingof metal-fuel tape during power generation operations.

Multi-Track Metal-Fuel Card Used in the FCB System of the FirstIllustrative Embodiment

In the FCB system shown in FIGS. 4, 5A31, 5A32, and 5A4 each metal-fuelcard 112 has multiple fuel-tracks (e.g. five tracks) as taught incopending application Ser. No. 08/944,507, supra. When using such ametal-fuel card design, it is desirable to design each discharging head124 within the Metal-Fuel Card Discharging Subsystem 115 as a“multi-track” discharging head. Similarly, each recharging head 125within the Metal-Fuel Card Recharging Subsystem 117 hereof shown inFIGS. 5A31, 5A32, and 5A4 should be designed as a multi-track recharginghead in accordance with the principles of the present invention. Astaught in great detail in copending application Ser. No. 08/944,507, theuse of “multi-tracked” metal-fuel cards 112 and multi-track dischargingheads 124 enables the simultaneous production of multiple outputvoltages {V1, V2, . . . , Vn} selectable by the end user. Such outputvoltages can be used for driving various types of electrical loads 116connected to the output power terminals 125 of the Metal-Fuel CardDischarging Subsystem. This is achieved by configuring the individualoutput voltages produced across anode-cathode structures within eachdischarging head during metal-fuel card discharging operations. Thissystem functionality will be described in greater detail hereinbelow.

In general, multi-track and single-track metal-fuel cards alike can bemade using several different techniques. Preferably, the metal-fuelcontained within each card-like device 112 is made from zinc as thismetal is inexpensive, environmentally safe, and easy to work. Severaldifferent techniques will be described below for making zinc-fuel cardsaccording to the present invention.

For example, in accordance with a first fabrication technique, an thinmetal layer (e.g. nickel or brass) of about 0.1 to about 5.0 micronsthickness is applied to the surface of low-density plastic material(drawn and cut in the form of a card-like structure). The plasticmaterial should be selected so that it is stable in the presence of anelectrolyte such as KOH. The function of the thin metal layer is toprovide efficient current collection at the anode surface. Thereafter,zinc powder is mixed with a binder material and then applied as acoating (e.g. 1 to about 500 microns thick) upon the surface thin metallayer. The zinc layer should have a uniform porosity of about 50% toallow the ionically-conducting medium (e.g. electrolyte ions) to flowwith minimum electrical resistance between the cathode and anodestructure. As will be explained in greater detail hereinafter, theresulting structure can be mounted within an electrically insulatingcasing of thin dimensions to improve the structural integrity of themetal-fuel card, while providing the discharging heads access to theanode structure when the card is loaded within its card storage bay.Optionally, the casing of the metal-fuel card can be provided withslidable panels that enable access to the metal-fuel strips when thecard is received in the discharging bay 113 and the discharging head istransported into position for discharging operations, or when the cardis received in the recharging bay 114 and the recharging head istransported into position for recharging operations.

In accordance with a second fabrication technique, a thin metal layer(e.g. nickel or brass) of about 0.1 to about 5 microns thickness isapplied to the surface of low-density plastic material (drawn and cut inthe form of card). The plastic material should be selected so that it isstable in the presence of an electrolyte such as KOH. The function ofthe thin metal layer is to provide efficient current collection at theanode surface. Thereafter zinc is electroplated onto the surface of thethin layer of metal. The zinc layer should have a uniform porosity ofabout 50% to allow the ions within the ionically-conducting medium (e.g.electrolyte) to flow with minimum electrical resistance between thecathode and anode structures. As will be explained in greater detailhereinafter, the resulting structure can be mounted within anelectrically-insulating casing of ultra-thin dimensions to provide ametal-fuel card having suitable structural integrity, while providingthe discharging heads access to the anode structure when the card isloaded within its card storage bay. Optionally, the casing of themetal-fuel card can be provided with slidable panels that enable accessto the metal-fuel strips when the card is received in the dischargingbay 113 and the discharging head is transported into position fordischarging operations, or when the card is received in the rechargingbay 114 and the recharging head is transported into position forrecharging operations.

In accordance with a third fabrication technique, zinc powder is mixedwith a low-density plastic material and draw into the form of thinelectrically-conductive plastic tape. The low-density plastic materialshould be selected so that it is stable in the presence of anelectrolyte such as KOH. The zinc impregnated tape should have a uniformporosity of about 50% to allow the ions within an ionically-conductingmedium (e.g. electrolyte ions) to flow with minimum electricalresistance between the cathode and anode structures. Thereafter, a thinmetal layer (e.g. nickel or brass) of about 0.1 to about 5.0 micronsthickness is applied to the surface of electrically-conductive tape. Thefunction of the thin metal layer is to provide efficient currentcollection at the anode surface. As will be explained in greater detailhereinafter, the resulting structure can be mounted within anelectrically insulating casing of thin dimensions to improve thestructural integrity of the metal-fuel card, while providing thedischarging heads access to the anode structure when the card is loadedwithin its card storage bay 113.

In any of the above-described embodiments, the card housing can be madefrom any suitable material designed to withstand heat and corrosion.Preferably, the housing material is electrically non-conducting toprovide an added measure of user-safety during card discharging andrecharging operations.

Also, each of the above-described manufacturing techniques can bereadily modified to produce “double-sided” metal-fuel cards, in whichsingle track or multi-track metal-fuel layers are provided on both sidesof the flexible base (i.e. substrate) material employed therein. Suchembodiments of metal-fuel tape will be useful in applications wheredischarging heads are to be arranged on both sides of a metal-fuel cardloaded within the FCB system. When making double-sided metal-fuel cards,it will be necessary in most embodiments to form a current collectinglayer (of thin metal material) on both sides of the plastic substrate sothat current can be collected from both sides of the metal-fuel card,associated with different cathode structures. When making double-sidedmulti-tracked fuel cards, it may be desirable or necessary to laminatetogether two multi-track metal-fuel sheets, as described hereinabove,with the substrates of each sheet in physical contact. Adaptation of theabove-described methods to produce double-sided metal-fuel cards willreadily apparent to those skilled in the art having had the benefit ofthe present disclosure. In such illustrative embodiments of the presentinvention, the anode-contacting structures will be modified so thatelectrical contact is established with each electrically-isolatedcurrent collecting layer formed within the metal-fuel to card structurebeing employed therein.

Card Loading/Unloading Subsystem for the Fourth Illustrative Embodimentof the Metal-Air FCB System of the Present Invention

As schematically illustrated in FIGS. 4, 5A31, 5A32, and 5A4, and shownin detail in copending U.S. application Ser. No. 08/944,507, the CardLoading/Unloading Transport Subsystem 111 in the FCB system of FIG. 4comprises a number of cooperating mechanisms, namely: a card receivingmechanism 111A for automatically (i) receiving the metal-fuel card 112at a card insertion port formed in the front or top panel of the systemhousing 126, and (ii) withdrawing the metal-fuel card into the carddischarge bay provided therewithin; optionally, an automatic dooropening mechanism 111B for opening the (optional) door formed in thecard (for metal-fuel card access) when the metal-fuel card 112 isreceived within the card discharge bay of the FCB system; and anautomatic card ejection mechanism 111C for ejecting the metal-fuel card112 from the card discharge bay 113 through the card insertion port inresponse to a predetermined condition. Such predetermined conditions mayinclude, for example, the depression of an “ejection” button provided onthe front panel of the system housing 126, automatic sensing of the endof the metal-fuel card 112, etc.).

In the illustrative embodiment of FIG. 4, the card receiving mechanism111A can be realized as a platform-like carriage structure thatsurrounds the exterior of the housing of each metal-fuel card receivedin its discharging bay. The platform-like carriage structure can besupported on a pair of parallel rails, by way of rollers, andtranslatable therealong by way of an electric motor and cam mechanism,operably connected to system controller 130. The function of the cammechanism is to convert rotational movement of the motor shaft into arectilinear motion necessary for translating the platform-like carriagestructure along the rails when a metal-fuel card is inserted within theplatform-like carriage structure. A proximity sensor, mounted within thesystem housing, can be used to detect the presence of a metal-fuel cardbeing inserted through the card insertion port in the system housing 126and placed within the platform-like carriage structure. The signalproduced from the proximity sensor can be provided to the systemcontroller 130 in order to initiate the card withdrawal process in anautomated manner.

With the system housing, the automatic door opening mechanism 111B canbe realized by any suitable mechanism that can slide the card door intoits open position when the metal-fuel card is completely withdrawn intothe card discharge bay 113. In the illustrative embodiment, theautomatic card ejection mechanism 111C employs the same basic structuresand functionalities of the card receiving mechanism described above. Theprimary difference is the automatic card ejection mechanism responds tothe depression of an “ejection” button 127A or 127B provided on thefront panel of the system housing 126, or functionally equivalenttriggering condition or event. When the button is depressed,thedischarging heads are automatically transported away from the metal-fuelcard, the metal-fuel card is automatically ejected from the carddischarge bay, through the card insertion port.

Notably, the control functions required by the Card Loading/UnloadingSubsystem 111, as well as all other subsystems within the FCB system ofthe first illustrative embodiment, are carried out by the systemcontroller 130, shown in FIGS. 5A31, 5A32, and 5A4. In the illustrativeembodiments hereof, the system controller 130 is realized by aprogrammed microcontroller (i.e. microcomputer) having program storagememory (ROM), data storage memory (RAM) and the like operably connectedby one or more system buses well known in the microcomputing and controlarts. The additional functions performed by the system controller of theMetal-Fuel Card Discharging Subsystem will be described in greaterdetail hereinafter.

The Metal-Fuel Card Discharging Subsystem for the Fourth IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 5A31, 5A32, and 5A4, the metal-fuel card dischargingsubsystem 115 of the first illustrative embodiment comprises a number ofsubsystems, namely: an assembly of multi-track discharging (i.e.discharging) heads 124, each having multi-element cathode structures 121and anode-contacting structures 122 with electrically-conductive outputterminals connectable in a manner to be described hereinbelow; adischarging head transport subsystem 131 for transporting thesubcomponents of the discharging head assembly 124 to and from themetal-fuel cards loaded into the subsystem; a cathode-anode outputterminal configuration subsystem 132 for configuring the outputterminals of the cathode and anode-contacting structures of thedischarging heads under the control of the system controller 130 so asto maintain the output voltage required by a particular electrical load116 connected to the Metal-Fuel Card Discharging Subsystem 115; acathode-anode voltage monitoring subsystem 133, connected to thecathode-anode output terminal configuration subsystem 132 for monitoring(i.e. sampling) voltages produced across cathode and anode structures ofeach discharging head, and producing (digital) data representative ofthe sensed voltage level; a cathode-anode current monitoring subsystem134, connected to the cathode-anode output terminal configurationsubsystem 132, for monitoring (e.g. sampling) the electrical currentflowing across the cathode-electrolyte interface of each discharginghead during the Discharging Mode, and producing a digital data signalrepresentative of the sensed current levels; a cathode oxygen pressurecontrol subsystem comprising the system controller 130, solid-state pO₂sensors 135, vacuum chamber (structure) 136 shown in FIGS. 5A7 and 5A8,air-compressor or oxygen supply means (e.g O₂ tank or cartridge) 137,airflow control device 138, manifold structure 139, and multi-lumentubing 140 shown in FIGS. 5A31, 5A32, and 5A4, arranged together forsensing and controlling the pO2 level within the cathode structure ofeach discharging head 124; an ion transport control subsystem comprisingthe system controller 130, solid-state moisture sensor (hydrometer) 142,moisturizing (e.g. micro-sprinklering element) 143 realized as amicro-sprinkler embodied within the walls structures of the cathodesupport plate 121 (having water expressing holes 144 disposed along eachwall surface as shown in FIG. A6), a water pump 145, a water reservoir146, a water flow control valve 147, a manifold structure 148 andconduits 149 extending into moisture delivery structure 143, arrangedtogether as shown for sensing and modifying conditions within the FCBsystem (e.g. the moisture or humidity level at the cathode-electrolyteinterface of the discharging heads) so that the ion-concentration at thecathode-electrolyte interface is maintained within an optimal rangeduring the Discharge Mode of operation; discharge head temperaturecontrol subsystem comprising the system controller 130, solid-statetemperature sensors (e.g. thermistors) 290 embedded within each channelof the multi-cathode support structure 121 hereof, and a discharge headcooling device 292, responsive to control signals produced by the systemcontroller 130, for lowering the temperature of each discharging channelto within an optimal temperature range during discharging operations; arelational-type Metal-Fuel Database Management Subsystem (MFDMS) 293operably connected to system controller 130 by way of local bus 299, anddesigned for receiving particular types of information derived from theoutput of various subsystems within the Metal-Fuel Tape DischargingSubsystem 115; a Data Capture and Processing Subsystem (DCPS) 295,comprising data reading head 150 (150′, 150″) embedded within or mountedclosely to the cathode support structure of each discharging head 124,and a programmed microprocessor-based data processor adapted to receivedata signals produced from cathode-anode voltage monitoring subsystem133, cathode-anode current monitoring subsystem 134, the cathode oxygenpressure control subsystem and the ion-concentration control subsystemhereof, and enable (i) the reading metal-fuel card identification datafrom the loaded metal-fuel card, (ii) the recording sensed dischargeparameters and computed metal-oxide indicative data derived therefrom inthe Metal-Fuel Database Management Subsystem 293 using local system bus296, and (iii) the reading prerecorded recharge parameters andprerecorded metal-fuel indicative data stored in the Metal-Fuel DatabaseManagement Subsystem 293 using local system bus 294; a discharging (i.e.output) power regulation subsystem 151 connected between the outputterminals of the cathode-anode output terminal configuration subsystem132 and the input terminals of the electrical load 116 connected to theMetal-Fuel Card Discharging Subsystem 115, for regulating the outputpower delivered across the electrical load (and regulate the voltageand/or current characteristics as required by the Discharge ControlMethod carried out by the system controller 130); an input/outputcontrol subsystem 152, interfaced with the system controller 130, forcontrolling all functionalies of the FCB system by way of a remotesystem or resultant system, within which the FCB system is embedded; andsystem controller 130 for managing the operation of the above mentionedsubsystems during the various modes of system operation. Thesesubsystems will be described in greater technical detail below.

Multi-Track Discharging Head Assembly within the Metal-Fuel CardDischarging Subsystem

The function of the assembly of multi-track discharging heads 124 is togenerate electrical power across the electrical load as each metal-fuelcard is discharged during the Discharging Mode of operation. In theillustrative embodiment, each discharging (i.e. discharging) head 124comprises: a cathode element support plate 121 having a plurality ofisolated channels 154A through 154E permitting the free passage ofoxygen (O₂) through the bottom portion of each such channel; pluralityof electrically-conductive cathode elements (e.g. strips) 120A through120E for insertion within the lower portion of these channels 154Athrough 154E, respectively; a plurality of electrolyte-impregnatedstrips 155A through 155E for placement over the cathode strips, andsupport within the channels 154A through 154E, respectively, as shown inFIG. 5A7; and an oxygen-injection chamber 136 mounted over the upper(back) surface of the cathode element support plate 121, in a sealedmanner.

As shown in FIGS. 5A7, 5A8 and 5A14, each oxygen-injection chamber 136has a plurality of subchambers 136A through 136E, physically associatedwithin channels 154A through 154E, respectively. Together, each vacuumsubchamber is isolated from all other subchambers and is in fluidcommunication within one channel supporting a cathode element andelectrolyte impregnated element. As shown, each subchamber is arrangedin fluid communication with air compressor (or O₂ supply) 137 via onelumen of multi-lumen tubing 140, one channel of manifold assembly 139and one channel of air-flow switch 138, each of whose operation iscontrolled by system controller 130. This arrangement enables the systemcontroller 130 to independently control the pO₂ level in each of theoxygen-injection subchambers 136A through 136E within an optimal rangeduring discharging operations by selectively pumping pressurized airthrough the corresponding air flow channel in the manifold assembly 139.The optimal range for the pO2 level can be empirically determinedthrough experimentation using techniques known in the art.

In the illustrative embodiment, electrolyte-impregnated strips 155Athrough 155E are realized by impregnating an electrolyte-absorbingcarrier medium with a gel-type electrolyte. Preferably, theelectrolyte-absorbing carrier strip is realized as a strip oflow-density, open-cell foam material made from PET plastic. Thegel-electrolyte for each discharging cell is made from a formulaconsisting of an alkali solution (e.g. KOH), a gelatin material, water,and additives known in the art.

In the illustrative embodiment, each cathode strip 120A through 120E ismade from a sheet of nickel wire mesh 156 coated with porous carbonmaterial and granulated platinum or other catalysts 157 shown in FIG.5A7 to form a cathode suitable for use in the discharging heads in themetal-air FCB system. Details of cathode construction are disclosed inU.S. Pat. Nos. 4,894,296 and 4,129,633, incorporated herein byreference. To form a current collection pathway, an electrical conductor158 is soldered to the underlying wire mesh sheet of each cathode strip.As shown in FIG. 5A7, each electrical conductor 158 is passed through ahole 159 formed in the bottom surface of each channel 154 of the cathodesupport plate, and is connected to the input terminals of thecathode-anode output terminal configuration subsystem 132. As shown,each cathode strip is pressed into the lower portion of its channel 154(154A through 154E) in the cathode support plate 121 to secure the sametherein. As shown in PIG. 5A7, the bottom surface of each channel hasnumerous perforations 160 formed therein to allow the free passage ofoxygen to the cathode strip during the Discharge Mode. In theillustrative embodiment, electrolyte-impregnated strips 155A through155E are placed over cathode strips 120A through 120E respectively, andis secured within the upper portions of the corresponding cathodesupporting channels. As best shown in FIGS. 5A8, 5A13 and 5A14, when thecathode strips and thin electrolyte strip are mounted in theirrespective channels in the cathode support plate 121, the outer surfaceof each electrolyte-impregnated strip is disposed flush with the uppersurface of the plate defining the channels.

Hydrophobic agents are added to the carbon material constituting theoxygen-pervious cathode elements to ensure the expulsion of watertherefrom. Also, the interior surfaces of the cathode support channelsare coated with a hydrophobic film (e.g. Teflon) 161 to repel water frompenetrating electrolyte-impregnated strips 155A through 155E and thusachieve optimum oxygen transport across the cathode strips during theDischarging Mode. Preferably, the cathode support plate is made from anelectrically non-conductive material, such as polyvinyl chloride (PVC)plastic material well known in the art. The cathode support plate andoxygen-injection chamber can be fabricated using injection moldingtechnology also well known in the art.

In order to sense the partial oxygen pressure pO₂ within the cathodestructure during the Discharging Mode, for use in effective control ofelectrical power generated from discharging heads, solid-state PO2sensor 135 is embedded within each channel of the cathode support plate121, as illustrated in FIG. 5A7, and operably connected to the systemcontroller 130 as an information input device thereto. In theillustrative embodiment, the pO₂ sensor can be realized using well-knownpO₂ sensing technology employed to measure (in vivo) pO₂ levels in theblood of humans. Such prior art sensors employ miniature diodes whichemit electromagnetic radiation at two or more different wavelengths thatare absorbed at different levels in the presence of oxygen in the blood,and such information can be processed and analyzed to produce a computedmeasure of pO₂ in a reliable manner, as taught in U.S. Pat. No.5,190,038 and references cited therein, each being incorporated hereinbyreference. In the present invention, the characteristic wavelengths ofthe light emitting diodes can be selected so that similar sensingfunctions can be carried out within the structure of the cathode in eachdischarging head, in a straightforward manner.

The multi-tracked fuel card of FIG. 4 is shown in greater structuraldetail in FIG. 5A9. As shown, the metal-fuel card 112 comprises: anelectrically non-conductive base layer 165 of flexible construction(i.e. made from a plastic material stable in the presence of theelectrolyte); plurality of parallel extending, spatially separatedstrips of metal (e.g. zinc) 119A through 119E disposed upon theultra-thin metallic current-collecting layer (not shown) itself disposedupon the base layer 165; a plurality of electrically non-conductivestrips 166A through 166F disposed upon the base layer 165, between pairsof fuel strips 119A through 119E; and a plurality of parallel extendingchannels (e.g. grooves) 167A through 167E formed in the underside of thebase layer, opposite the metal fuel strips thereabove, for allowingelectrical contact with the metal-fuel tracks 119A through 119E throughthe grooved base layer. Notably, the spacing and width of each metalfuel strip is designed so that it is spatially registered with acorresponding cathode strip in the discharging head of the Metal-FuelCard Discharging Subsystem in which the metal-fuel card 112 is intendedto be used. The metal fuel card described above can be made by applyingzinc strips onto a layer of base plastic material in the form of a card,using any of the fabrication techniques described hereinabove. The metalstrips can be physically spaced apart, or separated by Teflon, in orderto ensure electrical isolation therebetween. Then, the gaps between themetal strips can be filled in by applying a coating of electricallyinsulating material, and thereafter, the base layer can be machined,laser etched or otherwise treated to form fine channels therein forallowing electrical contact with the individual metal fuel stripsthrough the base layer. Finally, the upper surface of the multi-trackedfuel card can be polished to remove any electrical insulation materialfrom the surface of the metal fuel strips which are to come in contactwith the cathode structures during discharging.

In FIG. 5A10, an exemplary metal-fuel (anode) contacting structure 122is disclosed for use with the multi-tracked cathode structure shown inFIGS. 5A7 and 5A8. As shown, a plurality of electrically conductiveelements 168A through 168E are supported from an platform 169 disposedadjacent the travel of the fuel card within the card. Each conductiveelement 168A through 168E has a smooth surface adapted for slidableengagement with one track of metal-fuel through the fine groove formedin the base layer of the metal-fuel card 112. Each conductive element isconnected to an electrical conductor which is connected to thecathode-anode output terminal configuration subsystem 132 under themanagement of the system controller 130. The platform 169 is operablyassociated with the discharging head transport subsystem 131 and can bedesigned to be moved into position with the fuel card 112 during theDischarging Mode of the system, under the control of the systemcontroller 130.

Notably, the use of multiple discharging heads, as in the illustrativeembodiments hereof, rather than a single discharging head, allows morepower to be produced from the discharging head assembly 124 for deliveryto the electrical load while minimizing heat build-up across theindividual discharging heads. This feature of the Metal-Fuel CardDischarging Subsystem 115 extends the service life of the cathodesemployed within the discharging heads thereof.

Discharging Head Transport Subsystem within the Metal-Fuel CardDischarging Subsystem

The primary function of the discharging head transport subsystem 131 isto transport the assembly of discharging heads 124 about the metal-fuelcards 112 that have ben loaded into the FCB system, as shown in FIGS.5A31 and 5A32. When properly transported, the cathode andanode-contacting structures of the discharging heads are brought into“ionically-conductive” and “electrically-conductive” contact with themetal-fuel tracks of loaded metal-fuel cards during the Discharging Modeof operation.

Discharging head transport subsystem 131 can be realized using any oneof a variety of electromechanical mechanisms capable of transporting thecathode supporting structure 121 and anode-contacting structure 122 ofeach discharging head away from the metal-fuel card 112, as shown inFIGS. 5A31 and 5A32, and about the metal-fuel card as shown in FIG. 5A4.As shown, these transport mechanisms are operably connected to systemcontroller 130 and controlled by the same in accordance with the systemcontrol program carried out thereby.

Cathode-Anode Output Terminal Configuration Subsystem within theMetal-Fuel Card Discharging Subsystem

As shown in FIGS. 5A31, 5A32 and 5A4, the cathode-anode output terminalconfiguration subsystem 132 is connected between the input terminals ofthe discharging power regulation subsystem 151 and the output terminalsof the cathode-anode pairs within the assembly of discharging heads 124.The system controller 130 is operably connected to cathode-anode outputterminal configuration subsystem 132 in order to supply control signalsfor carrying out its functions during the Discharging Mode of operation.

The function of the cathode-anode output terminal configurationsubsystem 132 is to automatically configure (in series or parallel) theoutput terminals of selected cathode-anode pairs within the dischargingheads of the Metal-Fuel Card Discharging Subsystem 115 so that therequired output voltage level is produced across the electrical loadconnected to the FCB system during card discharging operations. In theillustrative embodiment of the present invention, the cathode-anodeoutput terminal configuration mechanism 132 can be realized as one ormore electrically-programmable power switching circuits usingtransistor-controlled technology, wherein the cathode andanode-contacting elements within the discharging heads 124 are connectedto the input terminals of the output power regulating subsystem 151.Such switching operations are carried out under the control of thesystem controller 130 so that the required output voltage is producedacross the electrical load connected to the discharging power regulatingsubsystem 151 of the FCB system.

Cathode-Anode Voltage Monitoring Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 5A31, 5A32 and 5A4, the cathode-anode voltagemonitoring subsystem 133 is operably connected to the cathode-anodeoutput terminal configuration subsystem 132 for sensing voltage levelsand the like therewithin. This subsystem is also operably connected tothe system controller for receiving control signals required to carryout its functions. In the first illustrative embodiment, thecathode-anode voltage monitoring subsystem 133 has two primaryfunctions: to automatically sense the instantaneous voltage levelproduced across the cathode-anode structures associated with eachmetal-fuel track being transported through each discharging head duringthe Discharging Mode; and to produce a (digital) data signal indicativeof the sensed voltages for detection, analysis and response by DataCapture and Processing Subsystem 295.

In the first illustrative embodiment of the present invention, theCathode-Anode Voltage Monitoring Subsystem 133 can be realized usingelectronic circuitry adapted for sensing voltage levels produced acrossthe cathode-anode structures associated with each metal-fuel trackdisposed within each discharging heading the Metal-Fuel Card DischargingSubsystem 115. In response to such detected voltage levels, theelectronic circuitry can be designed to produce a digital data signalsindicative of the sensed voltage levels for detection and analysis byData Capture and Processing Subsystem 295.

Cathode-Anode Current Monitoring Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 5A31, 5A32 and 5A4, the cathode-anode currentmonitoring subsystem 134 is operably connected to the cathode-anodeoutput terminal configuration subsystem 132. The cathode-anode currentmonitoring subsystem 134 has two primary functions: to automaticallysense the magnitude of electrical currents flowing through thecathode-anode pair of each metal-fuel track along each discharging headassembly within the Metal-Fuel Card Discharging Subsystem 115 during theDischarging Mode; and to produce a digital data signal indicative of thesensed current for detection and analysis by Data Capture and ProcessingSubsystem 295. In the first illustrative embodiment of the presentinvention, the cathode-anode current monitoring subsystem 134 can berealized using current sensing circuitry for sensing electrical currentsflowing through the cathode-anode pairs of each metal-fuel track alongeach discharging head assembly, and producing digital data signalsindicative of the sensed currents. As will be explained in greaterdetail hereinafter, these detected current levels are used by the systemcontroller in carrying out its discharging power regulation method, andwell as creating a “discharging condition history” and metal-fuelavailability records for each zone or subsection of dischargedmetal-fuel card.

Cathode Oxygen Pressure Control Subsystem within the Metal-Fuel CardDischarging Subsystem

The function of the cathode oxygen pressure control subsystem is tosense the oxygen pressure (pO₂) within each channel of the cathodestructure of the discharging heads 124, and in response thereto, control(i.e. increase or decrease) the same by regulating the air (O₂) pressurewithin such cathode structures. In accordance with the presentinvention, partial oxygen pressure (PO₂) within each channel of thecathode structure of each discharging head is maintained at an optimallevel in order to allow optimal oxygen consumption within thedischarging heads during the Discharging Mode. By maintaining the pO2level within the cathode structure, power output produced from thedischarging heads can be increased in a controllable manner. Also, bymonitoring changes in pO₂ and producing digital data signalsrepresentative thereof for detection and analysis by the systemcontroller, the system controller is provided with a controllablevariable for use in regulating the electrical power supplied to theelectrical load during the Discharging Mode.

Ion-Concentration Control Subsystem within the Metal-Fuel CardDischarging Subsystem

In order to achieve high-energy efficiency during the Discharging Mode,it is necessary to maintain an optimal concentration of(charge-carrying) ions at the cathode-electrolyte interface of eachdischarging head within the Metal-Fuel card Discharging Subsystem 115.Thus it is the primary function of the ion-concentration controlsubsystem to sense an,d modify conditions within the FCB system so thatthe ion-concentration at the cathode-electrolyte interface within thedischarging head is maintained within an optimal range during theDischarge Mode of operation.

In the case where the ionically-conducting medium between the cathodeand anode of each track in the discharging head is an electrolytecontaining potassium hydroxide (KOH), it will be desirable to maintainits concentration at 6N (−6M) during the Discharging Mode of operation.As the moisture level or relative humidity (RH %) within the cathodestructure can significantly affect the concentration of KOH in theelectrolyte, it is desirable to regulate the relative humidity at thecathode-electrolyte-anode interface within each discharging head. In theillustrative embodiment, ion-concentration control is achieved in avariety of ways by embedding a miniature solid-state humidity (ormoisture) sensor 142 within the cathode support structure (or as closeas possible to the anode-cathode interfaces) in order to sense moistureconditions and produce a digital data signal indicative thereof. Thisdigital data signal is supplied to the Data Capture and ProcessingSubsystem 295 for detection and analysis. In the event that the moisturelevel drops below the predetermined threshold value set in memory (ROM)within the system controller 130, the system controller automaticallygenerate a control signal supplied to a moisturizing element 143realizable as a micro-sprinkler structure 143 embodied within the wallsof the cathode support structure 121. In the illustrative embodiment,the walls function as water carrying conduits which express waterdroplets out of holes 144 adjacent the particular cathode elements whenwater-flow valve 147 and pump 145 are activated by the system controller130. Under such conditions, water is pumped from reservoir 146 throughmanifold 148 along conduit 149 and is expressed from holes 144 adjacentthe cathode element requiring an increase in moisture level, as sensedby moisture sensor 142. Such moisture-level sensing and controloperations ensure that the concentration of KOH within the electrolytewithin electrolyte-impregnated strips 155A through 155E is optimallymaintained for ion transport and thus power generation.

Discharge Head Temperature Control Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 5A31, 5A32, 5A4, and 5A7, the discharge headtemperature control subsystem incorporated within the Metal-Fuel CardDischarging Subsystem 115 of the fourth illustrative embodimentcomprises a number of subcomponents, namely: the system controller 130;solid-state temperature sensors (e.g. thermistors) 290 embedded withineach channel of the multi-cathode support structure hereof, as shown inFIG. 5A7; and discharge head cooling device 291, responsive to controlsignals produced by the system controller 130, for lowering thetemperature of each discharging channel to within an optimal temperaturerange during discharging operations. The discharge head cooling device291 can be realized using a wide variety of heat-exchanging techniques,including forced-air cooling, water-cooling, and/or refrigerant cooling,each well known in the heat exchanging art. In some embodiments of thepresent invention, where high levels of electrical power are beinggenerated, it may be desirable to provide a jacket-like structure abouteach discharge head in order to circulate air, water or refrigerant fortemperature control purposes.

Data Capture and Processing Subsystem within the Metal-Fuel TapeDischarging Subsystem

In the illustrative embodiment of FIG. 4, Data Capture And ProcessingSubsystem (DCPS) 295 shown in FIGS. 5A31, 5A32, and 5A4 carries out anumber of functions, including, for example: (1) identifying eachmetal-fuel card immediately before it is loaded within a particulardischarging head within the discharging head assembly and producingmetal-fuel card identification data representative thereof; (2) sensing(i.e. detecting) various “discharge parameters” within the Metal-FuelCard Discharging Subsystem existing during the time period that theidentified metal-fuel card is loaded within the discharging headassembly thereof; (3) computing one or more parameters, estimates ormeasures indicative of the amount of metal-oxide produced during carddischarging operations, and producing “metal-oxide indicative data”representative of such computed parameters, estimates and/or measures;and (4) recording in the Metal-Fuel Database Management Subsystem 293(accessible by system controller 130), sensed discharge parameter dataas well as computed metal-oxide indicative data both correlated to itsrespective metal-fuel track/card identified during the Discharging Modeof operation. As will become apparent hereinafter, such recordedinformation maintained within the Metal-Fuel Database ManagementSubsystem 293 by Data Capture and Processing Subsystem 295 can be usedby the system controller 130 in various ways including, for example:optimally discharging (i.e. producing electrical power from) partiallyor completely oxidized metal-fuel cards in an efficient manner duringthe Discharging Mode of operation; and optimally recharging partially orcompletely oxidized metal-fuel cards in a rapid manner during theRecharging Mode of operation.

During discharging operations, the Data Capture and Processing Subsystem295 automatically samples (or captures) data signals representative of“discharge parameters” associated with the various subsystemsconstituting the Metal-Fuel Card Discharging Subsystem 115 describedabove. These sampled values are encoded as information within the datasignals produced by such subsystems during the Discharging Mode. Inaccordance with the principles of the present invention, card-type“discharge parameters” shall include, but are not limited to: thevoltages produced across the cathode and anode structures alongparticular metal-fuel tracks monitored, for example, by thecathode-anode voltage monitoring subsystem 133; the electrical currentsflowing across the cathode and anode structures along particularmetal-fuel tracks monitored, for example, by the cathode-anode currentmonitoring subsystem 134; the oxygen saturation level (pO₂) within thecathode structure of each discharging head 124, monitored by the cathodeoxygen pressure control subsystem (130, 135, 136, 137, 138, 140); themoisture (H₂O) level (or relative humidity) level across or near thecathode-electrolyte interface along particular metal-fuel tracks inparticular discharging heads monitored, for example, by theion-concentration control subsystem (130, 142, 145, 146, 147, 148, 149);the temperature (T) of the discharging heads during card dischargingoperations; and the time duration (ΔT) of the state of any of theabove-identified discharge parameters.

In general, there are a number of different ways in which the DataCapture and Processing Subsystem can record card-type “dischargeparameters” during the Discharging Mode of operation. These differentmethods will be detailed hereinbelow.

According to a first method of data recording shown in FIG. 5A9, aunique card identifying code or indicia 171 (e.g. miniature bar codesymbol encoded with zone identifying information) is graphically printedon an “optical” data track 172 realized, for example, as a strip oftransparent of reflective film material affixed or otherwise attachedalong the edge of the metal-fuel card, as shown in FIG. 5A9. Thisoptical data track 172, with its card identifying code recorded thereinby printing or photographic techniques, can be formed at the time ofmanufacture of the multi-track metal-fuel card hereof. The metal-fuelcard identifying indicia 171 along the edge of the card is then read byan optical data reader 150 realized using optical techniques (e.g. laserscanning bar code symbol readers, or optical decoders). In theillustrative embodiment, information representative of these unique cardidentifying codes is encoded within data signals provided to the DataCapture and Processing Subsystem 295, and subsequently recorded withinthe Metal-Fuel Database Management Subsystem 293 during dischargingoperations.

According to a second method of data recording shown in FIG. 5A9′, aunique digital “card identifying” code 171′ is magnetically recorded ina magnetic data track 172′ disposed along the edge of the metal-fuelcard 112′. This magnetic data track, with card identifying code recordedtherein, can be formed at the time of manufacture of the multi-trackmetal-fuel card hereof. The card identifying indicia along the edge ofthe card is then read by a magnetic reading head 150′ realized usingmagnetic information reading techniques well known in the art. In theillustrative embodiment, the digital data representative of these uniquecard identifying codes is encoded within data signals provided to theData Capture and Processing Subsystem 295, and subsequently recordedwithin the Metal-Fuel Database Management Subsystem 293 duringdischarging operations.

According to a third method of data recording shown in FIG. 5A9″, aunique digital “card identifying” code is recorded as a sequence oflight transmission apertures 171″ formed in an optically opaque datatrack 172″ disposed along the edge the metal-fuel card 112″. In thisaperturing technique, information is encoded in the form of lighttransmission apertures whose relative spacing and/or width is the meansby which information encoding is achieved. This optical data track, withcard identifying codes recorded therein, can be formed at the time ofmanufacture of the multi-track metal-fuel card hereof. The zoneidentifying indicia 171″ along the edge of the card is then read by anoptical sensing head 150″ realized using optical sensing techniques wellknown in the art. In the illustrative embodiment, the digital datarepresentative of these unique zone identifying codes is encoded withindata signals provided to the Data Capture and Processing Subsystem 295,and subsequently recorded within the Metal-Fuel Database ManagementSubsystem 293 during discharging operations.

According to a fourth alternative method of data recording, both uniquedigital “card identifying” code and set of discharge parameters for eachtrack on the identified metal-fuel card are recorded in a magnetic,optical, or apertured data track, realized as a strip attached to thesurface of the metal-fuel card of the present invention. The block ofinformation pertaining to a particular metal-fuel card can be recordedin the data track physically adjacent the related metal-fuel zonefacilating easily access of such recorded information during theRecharging Mode of operation. Typically, the block of information willinclude the metal-fuel card identification number and a set of dischargeparameters, as schematically indicated in FIG. 5A15, which areautomatically detected by the Data Capture and Processing Subsystem 295as the metal-fuel card is loaded within the discharging head assembly124.

The first and second data recording methods described above have severaladvantages over the third method described above. In particular whenusing the first and second methods, the data track provided along themetal-fuel card can have a very low information capacity. This isbecause very little information needs to be recorded to tag eachmetal-fuel card with a unique identifier (i.e. address number or cardidentification number), to which sensed discharge parameters arerecorded in the Metal-Fuel Database Management Subsystem 293. Also,formation of a data track in accordance with the first and secondmethods should be very inexpensive, as well as providing apparatus forreading card identifying information recorded along such data tracks.

Discharging Power Regulation Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 5A31, 5A32, and 5A4, the input port of the dischargingpower regulation subsystem 151 is operably connected to the output portof the cathode-anode output terminal configuration subsystem 132,whereas the output port of the discharging power regulation subsystem151 is operably connected to the input port of the electrical load 116.While the primary function of the discharging power regulation subsystemis to regulate the electrical power delivered the electrical load duringits Discharging Mode of operation (i.e. produced from dischargedmetal-fuel cards loaded within the discharging heads hereof), thedischarging power regulation subsystem 151 has a mode of programmedoperation, wherein the output voltage across the electrical load as wellas the electrical current flowing across the cathode-electrolyteinterface are regulated during discharging operations. Such controlfunctions are managed by the system controller 130 and can beprogrammably selected in a variety of ways in order to achieve optimaldischarging of multi-tracked and single-tracked metal-fuel cardsaccording to the present invention while satisfying dynamic loadingrequirements.

The discharging power regulating subsystem 151 of the third illustrativeembodiment can be realized using solid-state power, voltage and currentcontrol circuitry well known in the power, voltage and current controlarts. Such circuitry can include electrically-programmable powerswitching circuits using transistor-controlled technology, in which acurrent-controlled source is connectable in electrical series withelectrical load 116 in order to control the electrical currenttherethrough in response to control signals produced by the systemcontroller 130 carrying out a particular Discharging Power ControlMethod. Such electrically-programmable power switching circuits can alsoinclude transistor-controlled technology, in which a voltage-controlledsource is connectable in electrical parallel with the electrical load inorder to control the output voltage therethrough in response to controlsignals produced by the system controller 130. Such circuitry can becombined and controlled by the system controller 130 in order to provideconstant power control across the electrical load.

In the illustrative embodiments of the present invention, the primaryfunction of the discharging power regulation subsystem 151 is to carryout real-time power regulation to the electrical load using any one ofthe following Discharge Power Control Methods, namely: (1) a ConstantOutput Voltage/Variable Output Current Method, wherein the outputvoltage across the electrical load is maintained constant while thecurrent is permitted to vary in response to loading conditions; (2) aConstant Output Current/Variable Output Voltage Method, wherein thecurrent into the electrical load is maintained constant while the outputvoltage thereacross is permitted to vary in response to loadingconditions; (3) a Constant Output Voltage/Constant Output CurrentMethod, wherein the voltage across and current into the load are bothmaintained constant in response to loading conditions; (4) a ConstantOutput Power Method, wherein the output power across the electrical loadis maintained constant in response to loading conditions; (5) a PulsedOutput Power Method, wherein the output power across the electrical loadis pulsed with the duty cycle of each power pulse being maintained inaccordance with preset conditions; (6) a Constant Output Voltage/PulsedOutput Current Method, wherein the output current into the electricalload is maintained constant while the current into the load is pulsedwith a particular duty cycle; and (7) a Pulsed Output Voltage/ConstantOutput Current Method, wherein the output power into the load is pulsedwhile the current thereinto is maintained constant.

In the preferred embodiment of the present invention, each of the seven(7) Discharging Power Regulation Methods are preprogrammed into ROMassociated with the system controller 130. Such power regulation methodscan be selected in a variety of different ways, including, for example,by manually activating a switch or button on the system housing, or byautomatically detection of a physical, electrical, magnetic or opticalcondition established or detected at the interface between theelectrical load and the Metal-Fuel Card Discharging Subsystem 115.

Input/Output Control Subsystem within the Metal-Fuel Card DischargingSubsystem

In some applications, it may be desirable or necessary to combine two ormore FCB systems or their Metal-Fuel Card Discharging Subsystems 115 inorder to form a resultant system with functionalies not provided by thesuch subsystems operating alone. Contemplating such applications, theMetal-Fuel Card Discharging Subsystem 115 hereof includes Input/OutputControl Subsystem 152 which allows an external system (e.g.microcomputer or microcontroller) to override and control aspects of theMetal-Fuel Card Discharging Subsystem as if its system controller werecarrying out such control functions. In the illustrative embodiment, theInput/Output Control Subsystem 152 is realized as a standard IEEE I/Obus architecture which provides an external or remote computer systemwith a way and means of directly interfacing with the system controller130 of the Metal-Fuel Card Discharging Subsystem 115 and managingvarious aspects of system and subsystem operation in a straightforwardmanner.

System Controller within the Metal-Fuel Card Discharging Subsystem

As illustrated in the detailed description set forth above, the systemcontroller 130 performs numerous operations in order to carry out thediverse functions of the FCB system within its Discharging Mode. In thepreferred embodiment of the FCB system of FIG. 4, the system controller130 is realized using a programmed microcontroller having program anddata storage memory (e.g. ROM, EPROM, RAM and the like) and a system busstructure well known in the microcomputing and control arts. In anyparticular embodiment of the present invention, it is understood thattwo or more microcontrollers may be combined in order to carry out thediverse set of functions performed by the FCB system hereof. All suchembodiments are contemplated embodiments of the system of the presentinvention.

Discharging Metal-Fuel Cards within the Metal-Fuel Card DischargingSubsystem

FIG. 5A5 sets forth a high-level flow chart describing the basic stepsof discharging metal-fuel cards (i.e. generating electrical powertherefrom) using the Metal-Fuel Card Discharging Subsystem shown inFIGS. 5A31 through 5A4.

As indicated at Block A, the Card Loading/Unloading Subsystem 111transports up to four metal-fuel cards 112 from the card receiving portof the system housing into the card discharging bay of the Metal-FuelCard Discharging Subsystem. This card transport process is schematicallyillustrated in FIGS. 5A1 and 5A2. FIGS. 5A31 and 5A32 illustrate thestate of the subsystem when the metal-fuel cards are loaded within thedischarging bay thereof.

As indicated at Block B, the Discharge Head Transport Subsystem 131arranges the discharging heads about the metal-fuel cards loaded intothe discharging bay of the Metal-Fuel Card Discharging Subsystem so thatthe ionically-conducting medium is disposed between each cathodestructure and loaded metal-fuel card.

As indicated at Block C, the Discharge Head Transport Subsystem 131 thenconfigures each discharging head so that its cathode structure is inionic contact with a loaded metal-fuel card and its anode contactingstructure is in electrical contact therewith, as indicated in FIG. 5A4.

As indicated at Block D, the cathode-anode output terminal configurationsubsystem 132 automatically configures the output terminals of eachdischarging head arranged about a loaded metal-fuel card, and then thesystem controller controls the Metal-Fuel Card Discharging Subsystem sothat electrical power is generated and supplied to the electrical load116 at the required output voltage and current levels. When one or moreof the loaded metal-fuel cards are discharged, then the CardLoading/Unloading Subsystem 11 automatically ejects the dischargedmetal-fuel cards out through the discharging bay for replacement withrecharged metal-fuel cards.

Metal-Fuel Card Recharging Subsystem for the Fourth IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 5B31, 5B32, and 5B4, the Metal-Fuel Card RechargingSubsystem 117 of the first illustrative embodiment comprises a number ofsubsystems, namely: an assembly of multi-zoned metal-oxide reducing (i.erecharging) heads 175, each having multi-element cathode structures 121′and anode-contacting structures 124′ with electrically-conductive inputterminals connectable in a manner to be described hereinbelow; arecharging head transport subsystem 131′ for transporting thesubcomponents of the recharging head assembly 175 to and from loadedmetal-fuel cards; an input power supply subsystem 176 for convertingexternally supplied AC power signals applied to its input terminal 177into DC power supply signals having voltages suitable for rechargingmetal-fuel cards arranged about the recharging heads of the Metal-FuelCard Recharging Subsystem; a cathode-anode input terminal configurationsubsystem 178, for connecting the output terminals (port) of the inputpower supply subsystem to the input terminals (port) of the cathode andanode-contacting structures of the recharging heads 175, under thecontrol of the system controller 130′ so as to supply input voltagesthereto for electro-chemically converting metal-oxide formations intoits primary metal during the Recharging Mode; a cathode-anode voltagemonitoring subsystem 133′, connected to the cathode-anode input terminalconfiguration subsystem 178, for monitoring (i.e. sampling) the voltageapplied across the cathode and anode structures of each recharging head175, and producing (digital) data representative of the sensed voltagelevel; a cathode-anode current monitoring subsystem 134′, connected tothe cathode-electrolyte input terminal configuration subsystem 178, formonitoring (e.g. sampling) the current flowing across thecathode-electrolyte interface of each recharging head during theRecharging Mode, and producing digital data representative of the sensedcurrent level; a cathode oxygen pressure control subsystem comprisingthe system controller 130′, solid-state pO₂ sensors 135′, vacuum chamber(structure) 136′ shown in FIGS. 5B7 and 5B8, vacuum pump 137′, airflowcontrol device 138′, manifold structure 139′, and multi-lumen tubing140′ shown in FIGS. 5B31, 5B32, and 5B4, arranged together as shown forsensing and controlling the pO2 level within the cathode structure ofeach recharging head; an ion-concentration control subsystem comprisingsystem controller 130′, solid-state moisture sensor (hydrometer) 142′,moisturizing (e.g. micro-sprinklering element) 143′ realized as amicro-sprinkler embodied within the walls structures of the cathodesupport plate 121′ (having water expressing holes 144′ disposed alongeach wall surface as shown in FIG. 5B6), a water pump 145′, a waterreservoir 146′, an electronically-controlled water flow control valve147′, a manifold structure 148′ and conduits 149′ extending intomoisture delivery structure 143′, arranged together as shown for sensingand modifying conditions within the FCB system (e.g. the relativehumidity at the cathode-electrolyte interface of the recharging heads)so that the ion-concentration at the cathode-electrolyte interface ismaintained within an optimal range during the Recharge Mode ofoperation; recharge head temperature control subsystem comprising thesystem controller 130′, solid-state temperature sensors (e.g.thermistors) 290′ embedded within each channel of the multi-cathodesupport structure 121′ hereof, and a recharge head cooling device 291′,responsive to control signals produced by the system controller 130′,for lowering the temperature of each recharging channel to within anoptimal temperature range during recharging operations; arelational-type Metal-Fuel Database Management Subsystem (MFDMS) 297operably connected to system controller 130′ by way of local system bus298, and designed for receiving particular types of information derivedfrom the output of various subsystems within the Metal-Fuel TapeRecharging Subsystem 115; a Data Capture and Processing Subsystem (DCPS)299, comprising data reading head 180 (180′, 180″) embedded within ormounted closely to the cathode support structure of each recharging head175, and a programmed microprocessor-based data processor adapted toreceive data signals produced from cathode-electrolyte voltagemonitoring subsystem 133′, cathode-anode current monitoring subsystem134′, the cathode oxygen pressure control subsystem, the recharge headtemperature control subsystem and the ion-concentration controlsubsystem hereof, and enable (i) the reading of metal-fuel cardidentification data from the loaded metal-fuel card, (ii) the recordingof sensed recharge parameters and computed metal-fuel indicative dataderived therefrom in the Metal-Fuel Database Management Subsystem(MFDMS) 297 using local system bus 300, and (iii) the reading ofprerecorded discharge parameters and prerecorded metal-oxide indicativedata stored in the Metal-Fuel Database Management Subsystem (MFDMS) 297using local system bus 298; an input (i.e. recharging) power regulationsubsystem 181 connected between the output terminals (i.e. port) of theinput power supply subsystem 176 and the input terminal (i.e. port) ofthe cathode-anode input terminal configuration subsystem 178, forregulating the input power (and voltage and/or current characteristics)delivered across the cathode and anode structures of each metal-fueltrack being recharged during the Recharging Mode; an input/outputcontrol subsystem 152′, interfaced with the system controller 130′, forcontrolling all functionaries of the FCB system by way of a remotesystem or resultant system, within which the FCB system is embedded; andsystem controller 130′, interfaced with system controller 130′ withinthe Metal-Fuel Card Recharging Subsystem 117 by way of a global systembus 303 as shown in FIG. 5B16, and having various means for managing theoperation of the above mentioned subsystems during the various modes ofsystem operation. These subsystems will be described in greatertechnical detail below.

Multi-Track Recharging Head Assembly within the Metal-Fuel CardRecharging Subsystem

The function of the assembly of multi-track recharging heads 175 is toelectro-chemically reduced metal-oxide formations on the tracks ofmetal-fuel cards loaded into the recharging bay of the system during theRecharging Mode of operation. In the illustrative embodiment shown inFIGS. 5B7 and 5B8, each recharging head 175 comprises: a cathode elementsupport plate 121′ having a plurality of isolated channels 154A′ through154E′ permitting the free passage of oxygen (O2) through the bottomportion of each such channel; a plurality of electrically-conductivecathode elements (e.g. strips) 120A′ through 120E′ for insertion withinthe lower portion of these channels, respectively; a plurality ofelectrolyte-impregnated strips 155A′ through 155E′ for placement overthe cathode strips 120A′ through 120E′, and support within the channels154A′ through 154E′, respectively, as shown in FIG. 5B6; and anoxygen-evacuation chamber 136′ mounted over the upper (back) surface ofthe cathode element support plate 121′, in a sealed manner, as shown inFIG. 5B7.

As shown in FIGS. 5B31, 5B32, 5B4 and 5B14, each oxygen-evacuationchamber 136′ has a plurality of subchambers 136A′ through 136E′ beingphysically associated with channels 154A′ through 154E′, respectively.Together, each vacuum subchamber is isolated from all other subchamber:sand is in fluid communication with one channel supporting a cathodeelement and electrolyte-impregnated element therein. As shown in FIGS.5B31, 5B32, 5B4 and 5B8, each subchamber is arranged in fluidcommunication with vacuum pump 137′ via one lumen of multi-lumen tubing140′, one channel of manifold assembly 139′ and one channel of air-flowswitch 138′, each of whose operation is controlled by system controller130′. This arrangement enables the system controller 130′ toindependently control the pO2 level in each of the oxygen-evacuationsubchambers 136A′ through 136E′ within an optimal range duringrecharging operations within the recharging head assembly. Thisoperation is carried out by selectively evacuating air from thesubchambers through the corresponding air flow channels in the manifoldassembly 139′. This arrangement allows the system controller 130′ tomaintain the pO₂ level at each cathode element within an optimal rangeduring recharging operations.

In the illustrative embodiment, electrolyte-impregnated strips 155A′through 155E′ within the discharging head assembly are realized byimpregnating an electrolyte-absorbing carrier medium with a gel-typeelectrolyte. Preferably, the electrolyte-absorbing carrier strip isrealized as a strip of low-density, open-cell foam material made fromPET plastic. The gel-electrolyte for each discharging cell is made froma formula consisting of an alkali solution (e.g. KOH), a gelatinmaterial, water, and additives known in the art.

In the illustrative embodiment, each cathode strip is made from a sheetof nickel wire mesh 156′ coated with porous carbon material andgranulated platinum or other catalysts 157′ to form a cathode suitablefor use in the recharging heads in metal-air FCB system. Details ofcathode construction are disclosed in U.S. Pat. Nos. 4,894,296 and4,129,633, incorporated herein by reference. To form a currentcollection pathway, an electrical conductor 158′ is soldered to theunderlying wire mesh sheet 156′ of each cathode strip. As shown in FIG.5B7, each electrical conductor 158′ is passed through a hole 159′ formedin the bottom surface of each channel 154A′ through 154E′ of the cathodesupport plate 121′, and is connected to the input terminals of thecathode-anode input terminal configuration subsystem 178. As shown, thecathode strip pressed into the lower portion of the channel to securethe same therein. As shown in FIG. 5B7, the bottom surface of eachchannel has numerous perforations 160′ formed therein to allow theevacuation of oxygen away from the cathode-electrolyte interface, andout towards the vacuum pump 137′ during recharging operations. In theillustrative embodiment, an electrolyte-impregnated strips 155A′ through155E′ are placed over cathode strips 120A′ through 120E′, respectively,and are secured within the upper portions of the corresponding cathodesupporting channels. As best shown in FIGS. 5B13 and 5B14, when thecathode strips and thin electrolyte strips are mounted in theirrespective channels in the cathode support plate 121′, the outer surfaceof each electrolyte-impregnated strip is disposed flush with the uppersurface of the plate defining the channels.

Hydrophobic agents are added to the carbon material constituting theoxygen-pervious cathode elements in order to repel water therefrom.Also, the interior surfaces of the cathode support channels are coatedwith a hydrophobic film (e.g. Teflon) 161 to ensure the expulsion ofwater within electrolyte-impregnated strips 155A′ through 155E′ and thusachieve optimum oxygen transport across the cathode strips during theRecharging Mode. Preferably, the cathode support plate 121′ is madefrora an electrically non-conductive material, such as polyvinylchloride (PVC) plastic material well known in the art. The cathodesupport plate 121′ and evacuation chamber 136′ can be fabricated usinginjection molding technology also well known in the art.

In order to sense the partial oxygen pressure (pO₂) within the cathodestructure during the Recharging Mode, for use in effective control ofmetal-oxide reduction within the recharging heads, a solid-state pO₂sensor 135′ is embedded within each channel of the cathode support plate121′, as illustrated in FIG. 5B7, and operably connected to the systemcontroller as an information input devices thereto. In the illustrativeembodiment, each pO₂ sensor can be realized using well-known pO₂ sensingtechnology employed to measure (in vivo) pO₂ levels in the blood ofhumans. Such prior art sensors employ miniature diodes which emitelectromagnetic radiation at different wavelengths that are absorbed atdifferent levels in the presence of oxygen in the blood, and suchinformation can be processed and analyzed to produce a computed measureof pO2 in a reliable manner, as taught in U.S. Pat. No. 5,190,038 andreferences cited therein, each being incorporated herein by reference.In the present invention, the characteristic wavelengths of the lightemitting diodes can be selected so that similar sensing functions arecarried out within the structure of the cathode in each recharging head,in a straightforward manner.

FIG. 5B9 shows a section of multi-tracked fuel card 112 which hasundergone partial discharge and thus has metal-oxide formations alongthe metal-fuel tracks thereof. Notably, this partially-dischargedmetal-fuel card shown in FIG. 5A9 and described above requiresrecharging within the Metal-Fuel Card Recharging Subsystem 117 of theFCB system of FIG. 4.

In FIG. 5B10, an exemplary metal-fuel (anode) contacting structure 122′is disclosed for use with the cathode structure shown in FIGS. 5B7 and5B8. As shown, a plurality of electrically conductive elements 168A′through 168E′ are supported from an platform 169′ disposed adjacent tothe the metal-fuel card. Each conductive element 168A′ through 168E′ hasa smooth surface adapted for slidable engagement with one track ofmetal-fuel through the fine grooves formed in the base layer of the fuelcard. Each conductive element is connected to an electrical conductorwhich is connected to the output port of the cathode-anode inputterminal configuration subsystem 178. The platform 169′ is operablyassociated with the recharging head transport subsystem 131′ and can bedesigned to be moved into position with the metal-fuel card during theRecharging Mode of the system, under the control of the systemcontroller 130′.

Notably, the use of multiple recharging heads 175, as shown in theillustrative embodiments hereof, rather than a single recharging head,allows discharged metal-fuel cards to be recharged more quickly usinglower recharging currents, thereby minimizing heat build-up across theindividual recharging heads. This feature of the Metal-Fuel CardRecharging Subsystem 117 extends the service life of the cathodesemployed within the recharging heads thereof.

Recharging Head Transport Subsystem within the Metal-Fuel CardRecharging Subsystem

The primary function of the recharging head transport subsystem 131′ isto transport the assembly of recharging heads 175 to and from themetal-fuel cards 112 loaded into the recharging bay of the subsystem asshown in FIGS. 5B3 and 5B4. When properly transported, the cathode andanode-contacting structures of the recharging heads are brought into“ionically-conductive” and “electrically-conductive” contact with themetal-fuel tracks of loaded metal-fuel card during the Recharging Mode.

The recharging head transport subsystem 131′ can be realized using anyone of a variety of electromechanical mechanisms capable of transportingthe cathode supporting structure 121′ and anode-contacting structure124′ of each recharging head away from the metal-fuel card 112, as shownin FIGS. 5B31 and 5B32, and about the metal-fuel card as shown in FIG.5B4. As shown, these transport mechanisms are operably connected tosystem controller 130′ and controlled by the same in accordance with thesystem control program carried out thereby.

Input Power Supply Subsystem within the Metal-Fuel Card RechargingSubsystem

In the illustrative embodiment, the primary function of the Input PowerSupply Subsystem 176 is to receive as input, standard alternatingcurrent (AC) electrical power (e.g. at 120 or 220 Volts) through aninsulated power cord, and to convert such electrical power intoregulated direct current (DC) electrical power at a regulated voltagerequired at the recharging heads 175 of the Metal-Fuel Card RechargingSubsystem 117 during the recharging mode of operation. For zinc anodesand carbon cathodes, the required “open-cell” voltage v_(acr) acrosseach anode-cathode structure during recharging is about 2.2-2.3 Volts inorder to sustain electro-chemical reduction. This subsystem can berealized in various ways using power conversion and regulation circuitrywell known in the art.

Cathode-Anode Input Terminal Configuration Subsystem within theMetal-Fuel Card Recharging Subsystem

As shown in FIGS. 5B31, 5B32, and 5B4, the cathode-anode input terminalconfiguration subsystem 178 is connected between the output terminals ofthe recharging power regulation subsystem 181 and the input terminals ofthe cathode-anode pairs associated with multiple tracks of therecharging heads 175. The system controller 130′ is operably connectedto cathode-anode input terminal configuration subsystem 178 in order tosupply control signals thereto for carrying out its functions during theRecharge Mode of operation.

The function of the cathode-anode input terminal configuration subsystem178 is to automatically configure (in series or parallel) the inputterminals of selected cathode-anode pairs within the recharging heads ofthe Metal-Fuel Card Recharging Subsystem 117 so that the required input(recharging) voltage level is applied across cathode-anode structures ofmetal-fuel tracks requiring recharging. In the illustrative embodimentof the present invention, the cathode-anode input terminal configurationmechanism 178 can be realized as one or more electrically-programmablepower switching circuits using transistor-controlled technology, whereinthe cathode and anode-contacting elements; within the recharging heads175 are connected to the output terminals of the input power regulatingsubsystem 181. Such switching operations are carried out under thecontrol of the system controller 130′ so that the required outputvoltage produced by the input power regulating subsystem 181 is appliedacross the cathode-anode structures of metal-fuel tracks requiringrecharging.

Cathode-Anode Voltage Monitoring Subsystem within the Metal-Fuel CardRecharging Subsystem

As shown in FIGS. 5B31, 5B32, and 5B4, the cathode-electrolyte voltagemonitoring subsystem 133′ is operably connected to the cathode-anodeinput terminal configuration subsystem 178 for sensing voltage levelsacross the cathode and anode structures connected thereto. Thissubsystem is also operably connected to the system controller 130′ forreceiving control signals therefrom required to carry out its functions.In the first illustrative embodiment, the cathode-anode voltagemonitoring subsystem 133′ has two primary functions: to automaticallysense the instantaneous voltage levels applied across the cathode-anodestructures associated with each metal-fuel track being transportedthrough each recharging head during the Recharging Mode; and to produce(digital) data signals indicative of the sensed voltages for detectionand analysis by the Data Capture and Processing Subsystem 299.

In the first illustrative embodiment of the present invention, thecathode-anode voltage monitoring subsystem 133′ can be realized usingelectronic circuitry adapted for sensing voltage levels applied acrossthe cathode-anode structures associated with each metal-fuel tracktransported through each recharging head within the Metal-Fuel CardRecharging Subsystem 117. In response to such detected voltage levels,the electronic circuitry can be designed to produce a digital datasignals indicative of the sensed voltage levels for detection andanalysis by the Data Capture and Processing Subsystem 299. As will bedescribed in greater detail hereinafter, such data signals can be usedby the system controller to carry out its recharging power regulationmethod during the Recharging Mode of operation.

Cathode-Anode Current Monitoring Subsystem within the Metal-Fuel CardRecharging Subsystem

As shown in FIGS. 5B31, 5B32, and 5B4, the cathode-anode currentmonitoring subsystem 134′ is operably connected to the cathode-anodeinput terminal configuration subsystem 178. The cathode-anode currentmonitoring subsystem 134′ has two primary functions: to automaticallysense the magnitude of electrical current flowing through thecathode-anode pair of each metal-fuel track along each recharging headassembly within the Metal-Fuel Card Recharging Subsystem 117 during thedischarging mode; and to produce digital data signal indicative of thesensed currents for detection and analysis by Data Capture andProcessing Subsystem 299.

In the first illustrative embodiment of the present invention, thecathode-anode current monitoring subsystem 134′ can be realized usingcurrent sensing circuitry for sensing the electrical current passedthrough the cathode-anode pair of each metal-fuel track (i.e. strip)along each recharging head assembly, and producing digital data signalsindicative of the sensed current levels. As will be explained in greaterdetail hereinafter, these detected current levels can be used by thesystem controller in carrying out its recharging power regulationmethod, and well as creating a “recharging condition history”information file for each zone or subsection of recharged metal-fuelcard.

Cathode Oxygen Pressure Control Subsystem within the Metal-Fuel CardRecharging Subsystem

The function of the cathode oxygen pressure (pO₂) control subsystem isto sense the oxygen pressure (pO₂) within each subchannel of the cathodestructure of the recharging heads 175, and in response thereto, control(i.e. increase or decrease) the same by regulating the air (O₂) pressurewithin the subchannels of such cathode structures. In accordance withthe present invention, partial oxygen pressure (pO₂) within eachsubchannel of the cathode structure of each recharging head ismaintained at an optimal level in order to allow optimal oxygenevacuation from the recharging heads during the Recharging Mode. Bylowering the pO₂ level within each channel of the cathode structure (byevacuation), metal-oxide along metal-fuel cards can be completelyrecovered with optimal use of input power supplied to the rechargingheads during the Recharging Mode. Also, by monitoring changes in pO₂ andproducing digital data signals representative thereof for detection andanalysis by Data Capture and Processing Subsystem 299 and ultimateresponse the system controller 130′. Thus the system controller 130′ isprovided with a controllable variable for use in regulating theelectrical power supplied to the discharged fuel tracks during theRecharging Mode.

Ion-Concentration Control Subsystem within the Metal-Fuel CardRecharging Subsystem

To achieve high-energy efficiency during the Recharging Mode, it isnecessary to maintain an optimal concentration of (charge-carrying) ionsat the cathode-electrolyte interface of each recharging head 175 withinthe Metal-Fuel Card Recharging Subsystem 117. Also, the optimalion-concentration within the Metal-Fuel Card Recharging Subsystem 117may be different than that required within the Metal-Fuel CardDischarging Subsystem 115. For this reason, in particular applicationsof the FCB system hereof, it may be desirable and/or necessary toprovide a separate ion-concentration control subsystem within theMetal-Fuel Card Recharging Subsystem 117. The primary function of suchan ion-concentration control subsystem within the Metal-Fuel CardRecharging Subsystem 117 would be to sense and modify conditionstherewithin so that the ion-concentration at the cathode-electrolyteinterface of the recharging heads is maintained within an optimal rangeduring the Recharging Mode of operation.

In the illustrative embodiment of such a subsystem, ion-concentrationcontrol is achieved by embedding a miniature solid-state humidity (ormoisture) sensor 142′ within the cathode support structure 121′ as shownin FIG. 5B7 (or as close as possible to the anode-cathode interfaces) inorder to sense moisture or humidity conditions therein and produce adigital data signal indicative thereof. This digital data signal issupplied to the Data Capture and Processing Subsystem 299 for detectionand analysis. In the event that the moisture level or relative humiditydrops below the predetermined threshold value set in memory (ROM) withinthe system controller, the system controller 130′, monitoringinformation in the Metal-Fuel Database Management Subsystem 297automatically generates a control signal supplied to a moisturizingelement, realizable as a micro-sprinkling structure 143′ embodied withinthe walls of the cathode support structure 121′. In the illustrativeembodiment, the walls function as water carrying conduits which expressfine water droplets out of micro-sized holes 144 in a manner similar tothat carried out in the cathode support structure 121 in the dischargeheads. Thus the function of the pump 145′, reservoir 146′, flow-controlvalve 147′, manifold 148′ and multi-lumen tubing 149′ is similar to pump145, reservoir 146, flow-control valve 147, manifold 148 and multi-lumentubing 149, respectively.

Such operations will increase the moisture level or relative humiditywithin the interior of the cathode support structure channels and thusensure that the concentration of KOH within the electrolyte withinelectrolyte-impregnated strips supported therewithin is optimallymaintained for ion transport and thus metal-oxide reduction during cardrecharging operations.

Data Capture and Processing Subsystem within the Metal-Fuel TapeRecharging Subsystem

In the illustrative embodiment of FIG. 4, Data Capture And ProcessingSubsystem (DCPS) 299 shown in FIGS. 5B31, 5B32, and 5B4 carries out anumber of functions, including, for example: (1) identifying eachmetal-fuel card immediately before it is loaded within a particularrecharging head within the recharging head assembly and producingmetal-fuel card identification data representative thereof; (2) sensing(i.e. detecting) various “recharge parameters” within the Metal-FuelCard Recharging Subsystem existing during the time period that theidentified metal-fuel card is loaded within the recharging head assemblythereof; (3) computing one or more parameters, estimates or measuresindicative of the amount of metal-fuel produced during card rechargingoperations, and producing “metal-fuel indicative data” representative ofsuch computed parameters, estimates and/or measures; and (4) recordingin the Metal-Fuel Database Management Subsystem 297 (accessible bysystem controller 130′), sensed recharge parameter data as well ascomputed metal-fuel indicative data both correlated to its respectivemetal-fuel track/card identified during the Recharging Mode ofoperation. As will become apparent hereinafter, such recordedinformation maintained within the Metal-Fuel Database ManagementSubsystem 297 by Data Capture and Processing Subsystem 299 can be usedby the system controller 130′ in various ways including, for example:optimally recharging partially or completely oxidized metal-fuel cardsin a rapid manner during the Recharging Mode of operation.

During recharging operations, the Data Capture and Processing Subsystem299 automatically samples (or captures) data signals representative of“recharge parameters” associated with the various subsystemsconstituting the Metal-Fuel Card Recharging Subsystem 117 describedabove. These sampled values are encoded as information within the datasignals produced by such subsystems during the Recharging Mode. Inaccordance with the principles of the present invention, card-type type“recharge parameters” shall include, but are not limited to: thevoltages produced across the cathode and anode structures alongparticular metal-fuel tracks monitored, for example, by thecathode-anode voltage monitoring subsystem 133′; the electrical currentsflowing through the cathode and anode structures along particularmetal-fuel tracks monitored, for example, by the cathode-anode currentmonitoring subsystem 134′; the oxygen saturation level (pO₂) within thecathode structure of each recharging head 175, monitored by the cathodeoxygen pressure control subsystem (130′, 135′, 136′, 137′, 138′, 140′);the moisture (H₂O) level (or relative humidity) level across or near thecathode-electrolyte interface along particular metal-fuel tracks inparticular recharging heads monitored, for example, by theion-concentration control subsystem (130′, 142′, 145′, 146′, 147′, 148′,149′); the temperature (T_(r)) of the recharging heads during cardrecharging operations; and the time duration (ΔT_(r)) of the state ofany of the above-identified recharge parameters.

In general, there a number of different ways in which the Data Captureand Processing Subsystem 299 can record card-type “recharge parameters”during the Recharging Mode of operation. These different methods will bedetailed hereinbelow.

According to a first method of data recording shown in FIG. 5B9, cardidentifying code or indicia (e.g. miniature bar code symbol encoded withzone identifying information) 171 graphically printed on “optical” datatrack 172, can be read by optical data reader 180 realized using opticaltechniques (e.g. laser scanning bar code symbol readers, or opticaldecoders) well known in the art. In the illustrative embodiment,information representative of these unique card identifying codes isencoded within data signals provided to the Data Capture and ProcessingSubsystem 299, and subsequently recorded within the Metal-Fuel DatabaseManagement Subsystem 297 during recharging operations.

According to a second method of data recording shown in FIG. 5B9′,digital “card identifying” code 171′ magnetically recorded in a magneticdata track 172′, can be read by magnetic reading head 180′ realizedusing magnetic information reading techniques well known in the art. Inthe illustrative embodiment, the digital data representative of theseunique card identifying codes is encoded within data signals provided tothe Data Capture and Processing Subsystem 299, and subsequently recordedwithin the Metal-Fuel Database Management Subsystem 297 duringrecharging operations.

According to a third method of data recording shown in FIG. 5A9″,digital “card identifying” code 171″ (recorded as a sequence of lighttransmission apertures in an optically opaque data track 172″), can beread by an optical sensing head 180″ realized using optical sensingtechniques well known in the art. In the illustrative embodiment, thedigital data representative of these unique zone identifying codes isencoded within data signals provided to the Data Capture and ProcessingSubsystem 299, and subsequently recorded within the Metal-Fuel DatabaseManagement Subsystem 297 during recharging operations.

According to a fourth alternative method of data recording, both uniquedigital “card identifying” code and set of recharge parameters for eachtrack on the identified metal-fuel card are recorded in a magnetic,optical, or apertured data track, realized as a strip attached to thesurface of the metal-fuel card of the present invention. The block ofinformation pertaining to a particular metal-fuel card can be recordedin the data track physically adjacent the related metal-fuel zonefacilating easily access of such recorded information during theRecharging Mode of operation. Typically, the block of information willinclude the metal-fuel card identification number and a set of rechargeparameters, as schematically indicated in FIG. 5B16, which areautomatically detected by the Data Capture and Processing Subsystem 299as the metal-fuel card is loaded within the recharging head assembly175.

The first and second data recording methods described above have severaladvantages over the third method described above. In particular, whenusing the first and second methods, the data track provided along themetal-fuel card can have a very low information capacity. This isbecause very little information needs to be recorded to tag eachmetal-fuel card with a unique identifier (i.e. address number or cardidentification number), to which sensed recharge parameters are recordedin the Metal-Fuel Database Management Subsystem 297. Also, formation ofa data track in accordance with the first and second methods should bevery inexpensive to fabricate, as well as provide apparatus for readingcard identifying information recorded along such data tracks.

Input/Output Control Subsystem within the Metal-Fuel Card RechargingSubsystem

In some applications, it may be desirable or necessary to combine two ormore FCB systems or their Metal-Fuel Card Recharging Subsystems in orderto form a resultant system with functionaries not provided by the suchsubsystems operating alone. Contemplating such applications, theMetal-Fuel Card Recharging Subsystem 117 hereof includes an Input/OutputControl Subsystem 117 which allows an external system (e.g.microcomputer or microcontroller) to override and control aspects of theMetal-Fuel Card Recharging Subsystem as if its system controller 130′were carrying out such control functions. In the illustrativeembodiment, the Input/Output Control Subsystem 152′ is realized as astandard IEEE I/O bus architecture which provides an external or remotecomputer system with a way and means of directly interfacing with thesystem controller 130′ of the Metal-Fuel Card Recharging Subsystem 117and managing various aspects of system and subsystem operation in astraightforward manner.

Recharging Power Regulation Subsystem within the Metal-Fuel CardRecharging Subsystem

As shown in FIGS. 5B31, 5B32, and 5B4, the output port of the rechargingpower regulation subsystem 181 is operably connected to the input portof the cathode-anode input terminal configuration subsystem 178, whereasthe input port of the recharging power regulation subsystem 181 isoperably connected to the output port of the input power supply 176.While the primary function of the recharging power regulation subsystem181 is to regulate the electrical power supplied to metal-fuel cardduring the Recharging Mode of operation, the recharging power regulationsubsystem 181 can also regulate the voltage applied across thecathode-anode structures of the metal-fuel tracks, as well as theelectrical currents flowing through the cathode-electrolyte interfacesthereof during recharging operations. Such control functions are managedby the system controller 130′ and can be programmably selected in avariety of ways in order to achieve optimal recharging of multi-trackedand single-track metal-fuel cards according to the present invention.

The recharging power regulating subsystem 181 can be realized usingsolid-state power, voltage and current control circuitry well known inthe power, voltage and current control arts. Such circuitry can includeelectrically-programmable power switching circuits usingtransistor-controlled technology, in which one or morecurrent-controlled sources are connectable in electrical series with thecathode and anode structures in order to control the electrical currentstherethrough in response to control signals produced by the systemcontroller carrying out a particular Recharging Power Control Method.Such electrically-programmable power switching circuits can also includetransistor-controlled technology, in which one or morevoltage-controlled sources are connectable in electrical parallel withthe cathode and anode structures in order to control the voltagethereacross in response to control signals produced by the systemcontroller. Such circuitry can be combined and controlled by the systemcontroller 130′ in order to provide constant power (and/or voltageand/or current) control across the cathode-anode structures of themetal-fuel card 112.

In the illustrative embodiments of the present invention, the primaryfunction of the recharging power regulation subsystem 181 is ito carryout real-time power regulation to the cathode/anode structures of themetal-fuel card using any one of the following Recharge Power ControlMethods, namely: (1) a Constant Input Voltage/Variable Input CurrentMethod, wherein the input voltage applied across each cathode-anodestructure is maintained constant while the current therethrough ispermitted during recharging operations; (2) a Constant InputCurrent/Variable Input Voltage Method, wherein the current into eachcathode-anode structure is maintained constant while the output voltagethereacross is permitted to vary during recharging operations; (3) aConstant Input Voltage/Constant Input Current Method, wherein thevoltage applied across and current into each cathode-anode structureduring recharging are both maintained constant during rechargingoperations; (4) a Constant Input Power Method, wherein the input powerapplied across each cathode-anode structure during recharging ismaintained constant; (5) a Pulsed Input Power Method, wherein the inputpower applied across each cathode-anode structure during rechargingpulsed with the duty cycle of each power pulse being maintained inaccordance with preset or dynamic conditions; (6) a Constant InputVoltage/Pulsed Input Current Method, wherein the input current into eachcathode-anode structure during recharging is maintained constant whilethe current into the cathode-anode structure is pulsed with a particularduty cycle; and (7) a Pulsed Input Voltage/Constant Input CurrentMethod, wherein the input power supplied to each cathode-anode structureduring recharging is pulsed while the current thereinto is maintainedconstant.

In the preferred embodiment of the present invention, each of the seven(7) Recharging Power Regulation Methods are preprogrammed into ROMassociated with the system controller 130′. Such power regulationmethods can be selected in a variety of different ways, including, forexample, by manually activating a switch or button on the systemhousing, by automatically detection of a physical, electrical, magneticand/or optical condition established or detected at the interfacebetween the metal-fuel card device and the Metal-Fuel Card RechargingSubsystem 117.

System Controller within the Metal-Fuel Card Recharging Subsystem

As illustrated in the detailed description set forth above, the systemcontroller 130′ performs numerous operations in order to carry out thediverse functions of the FCB system within its Recharging Mode. In thepreferred embodiment of the FCB system of FIG. 4, the subsystem used torealize the system controller 130′ in the Metal-Fuel Card RechargingSubsystem 117 is the same subsystem used to realize the systemcontroller 130 in the Metal-Fuel Card Discharging Subsystem 115. It isunderstood, however, the system controllers employed in the Dischargingand Recharging Subsystems can be realized as separate subsystems, eachemploying one or more programmed microcontrollers in order to carry outthe diverse set of functions performed by the FCB system hereof. Ineither case, the input/output control subsystem of one of thesesubsystems can be designed to be the primary input/output controlsubsystem, with which one or more external subsystems (e.g. a managementsubsystem) can be interfaced to enable external and/or remote managementof the functions carried out within FCB system hereof.

Recharging Metal-Fuel Cards within the Metal-Fuel Card RechargingSubsystem

FIG. 5B5 sets forth a high-level flow chart describing the basic stepsof recharging metal-fuel cards within the Metal-Fuel Card RechargingSubsystem 117 shown in FIGS. 5B31 through 5B4.

As indicated at Block A, the Card Loading/Unloading Subsystem 111transports four metal-fuel cards into the card recharging bays of theMetal-Fuel Card Recharging Subsystem 117.

As indicated at Block B, the Recharge Head Transport Subsystem 131′arranges the recharging heads about the metal-fuel cards loaded into therecharging bay of the Metal-Fuel Card Recharging Subsystem 117 so thatthe ionically-conducting medium is disposed between each cathodestructure and loaded metal-fuel card.

As indicated at Block C, the Recharge Head Transport Subsystem 131′ thenconfigures each recharging head 175 so that its cathode structure is inionic contact with a loaded metal-fuel card 112 and its anode contactingstructure is in electrical contact therewith.

As indicated at Block D, the cathode-anode input terminal configurationsubsystem 178 automatically configures the input terminals of eachrecharging head arranged about a loaded metal-fuel card, and then thesystem controller controls the Metal-Fuel Card Recharging Subsystem 117so that electrical power is supplied to the cathode-anode structures ofthe recharging heads loaded with metal-fuel cards, at the requiredrecharging voltages and currents. When one or more of the loadedmetal-fuel cards are recharged, then the Card Loading/UnloadingSubsystem 111 automatically ejects the recharged metal-fuel cards outthrough the recharging bay for replacement with discharged metal-fuelcards.

Managing Metal-Fuel Availability and Metal-Oxide Presence within theFourth Illustrative Embodiment of the Metal-Air FCB System of thePresent Invention During the Discharging Mode

In the FCB system of the fourth illustrative embodiment shown in FIG. 4,means are provided for automatically managing the metal-fuelavailability within the Metal-Fuel Card Discharging Subsystem 115 duringdischarging operations. Such system capabilities will be described ingreater detail hereinbelow.

As shown in FIG. 5B17, data signals representative of dischargeparameters (e.g., i_(acd), v_(acd), . . . , pO_(2d), H₂O_(d), T_(acd),v_(acr)/i_(acr)) are automatically provided as input to the Data Captureand Processing Subsystem 295 within the Metal-Fuel Card DischargingSubsystem 115. After sampling and capturing, these data signals areprocessed and converted into corresponding data elements and thenwritten into an information structure 301 as shown, for example, in FIG.5A15. Each information structure 301 comprises a set of data elementswhich are “time-stamped” and related (i.e. linked) to a uniquemetal-fuel card identifier 171 (171′, 171″), associated with aparticular metal-fuel card. The unique metal-fuel card identifier isdetermined by data reading head 150 (150′, 150″) shown in FIG. 5A6. Eachtime-stamped information structure is then recorded within theMetal-Fuel Database Management Subsystem 293 within the Metal-Fuel CardDischarging Subsystem 115, for maintenance, subsequent processing and/oraccess during future recharging and/or discharging operations.

As mentioned hereinabove, various types of information are sampled andcollected by the Data Capture and Processing Subsystem 295 during thedischarging mode. Such information types include, for example: (1) theamount of electrical current (i_(acd)) discharged across particularcathode-anode structures within particular discharge heads; (2) thevoltage generated across each such cathode-anode structure; (3) theoxygen concentration (pO_(2d)) level in each subchamber within eachdischarging head; (4) the moisture level (H₂O_(d)) near eachcathode-electrolyte interlace within each discharging head; and (5) thetemperature (T_(acd)) within each channel of each discharging head. Fromsuch collected information, the Data Capture and Processing Subsystem295 can readily compute (i) the time (ΔT_(d)) duration that electricalcurrent was discharged across a particular cathode-anode structurewithin a particular discharge head.

The information structures produced by the Data Capture and ProcessingSubsystem 295 are stored within the Metal-Fuel Database ManagementSubsystem 293 on a real-time basis and can be used in a variety of waysduring discharging operations. For example, the above-described current(i_(acd)) and time (ΔT_(d)) information is conventionally measured inAmperes and Hours, respectively. The product of these measures, denotedby “AH”, provides an approximate measure of the electrical charge (−Q)that has been “discharged” from the metal-air fuel cell batterystructures along the metal-fuel card. Thus the computed “AH” productprovides an accurate amount of metal-oxide that one can expect to havebeen formed on a particular track of an identified (i.e. labelled)metal-fuel card at a particular instant in time, during dischargingoperations.

When used with historical information about metal oxidation andreduction processes, the Metal-Fuel Database Management Subsystems 293and 297 within the Metal-Fuel Card Discharging and Recharging Subsystems115 and 117, respectively, can account for or determine how muchmetal-fuel (e.g. zinc) should be available for discharging (i.e.producing electrical power) from a particular zinc-fuel card, or howmuch metal-oxide is present for reducing therealong. Thus suchinformation can be very useful in carrying out metal-fuel managementfunctions including, for example, determination of metal-fuel amountsavailable along a particular metal-fuel zone.

In the illustrative embodiment, metal-fuel availability is managedwithin the Metal-Fuel Card Discharging Subsystem 115, using the methodof metal-fuel availability management described hereinbelow.

Preferred Method of Metal-Fuel Availability Management DuringDischarging Operations

In accordance with the principles of the present invention, the datareading head 150 (150′, 150′) shown in FIGS. 5A8 and 5A10 automaticallyidentifies each metal-fuel card as it is loaded within the dischargingassembly and produces card identification data indicative thereof whichis supplied to the Data Capture and Processing Subsystem within theMetal-Fuel Card Discharging Subsystem 115. Upon receiving cardidentification data on the loaded metal-fuel card, the Data Capture andProcessing Subsystem automatically creates an information structure(i.e. data file) on the card, for storage within the Metal-Fuel DatabaseManagement Subsystem 293. The function of the information structure isto record current (up-to-date) information on sensed dischargeparameters, the metal-fuel availability state, metal-oxide presencestate, and the like, as shown in FIG. 5A15. In the event that aninformation storage structure has been previously created for thisparticular metal-fuel card within the Metal-Fuel Database ManagementSubsystem, this information file is accessed from Database Subsystem 293for updating. As shown in FIG. 5A15, for each identified metal-fuelcard, an information structure 285 is maintained for each metal-fueltrack (MFT_(j)), at each sampled instant of time t_(i).

Once an information structure has been created (or found) for aparticular metal-fuel card, the initial state or condition of eachmetal-fuel track thereon must be determined and entered within theinformation structure maintained within the Metal-Fuel DatabaseManagement Subsystem 293. Typically, the metal-fuel card loaded withinthe discharging head assembly will be partially or fully charged, andthus containing a particular amount of metal-fuel along its tracks. Foraccurate metal-fuel management, these initial metal-fuel amounts in theloaded card must be determined and then information representativestored with the Metal-Fuel Database Management Subsystems of theDischarging and Recharging Subsystems 115 and 117, respectively. Ingeneral, initial states of information can be acquired in a number ofdifferent ways, including for example: by encoding such initializationinformation on the metal-fuel card prior to completing a dischargingoperation on a different FCB system; by prerecording such initializationinformation within the Metal-Fuel Database Management Subsystem 293during the most recent discharging operation carried out in the same FCBsystem; by recording within the Metal-Fuel Database Management Subsystem293 (at the factory), the actual (known) amount of metal-fuel present oneach track of a particular type metal-fuel card, and automaticallyinitializing such information within a particular information structureupon reading a code on the metal-fuel card using data reading head 150(150′, 150″) shown in FIG. 5A10; by actually measuring the initialamount of metal-fuel on each metal-fuel track using the metal-oxidesensing assembly described above in conjunction with the cathode-anodeoutput terminal configuration subsystem 132; or by any other suitabletechnique.

Prior to conducting discharging operations on the loaded fuel card, theactual measurement technique mentioned above can be carried out byconfiguring metal-oxide sensing drive circuitry (shown in FIG. 2A15)with the cathode-anode output terminal configuration subsystem 132 andData Capture and Processing Subsystem 295 within the DischargingSubsystem 115. Using this arrangement, the metal-oxide sensing headsshown in FIG. 2A15 can be used to automatically acquire information onthe “initial” state of each metal-fuel track on each identifiedmetal-fuel card loaded within the discharging head assembly. Suchinformation would include the initial amount of metal-oxide andmetal-fuel present on each track at the time of loading, denoted by“t₀”.

In a manner similar to that described in connection with the FCB systemof FIG. 1, such metal-fuel/metal-oxide measurements are carried out oneach metal-fuel track of the loaded card by automatically applying atest voltage across a particular track of metal fuel, and detecting theelectrical current which flows across the section of metal-fuel track inresponse the applied test voltage. The data signals representative ofthe applied voltage (v_(applied)) and response current (i_(response)) ata particular sampling period are automatically detected by the DataCapture and Processing Subsystem 295 and processed to produce a dataelement representative of the ratio of the applied test voltage toresponse current with appropriate numerical scaling. This data elementis proportional to V_(applied)/i_(response) automatically recordedwithin the information structure (i.e. file) linked to the identifiedmetal-fuel card maintained in the Metal-Fuel Data Management Subsystem293. As this data element (v/i) provides a direct measure of electricalresistance across the metal-fuel track under measurement, it can beaccurately correlated to a measured amount of metal-oxide present on theidentified metal-fuel track.

Data Capture and Processing Subsystem 295 then quantifies the measuredinitial metal-oxide amount (available at initial time instant t₀), anddesignates it as MOA₀ for recording within the information structure(shown in FIG. 5A15). Then using a priori information about the maximummetal-fuel available on each track when fully (re)charged, the DataCapture and Processing Subsystem 295 computes an accurate measure ofmetal-fuel available on each track at time “t₀”, for each fuel track,designates each measures as MFA₀ and records these initial metal-fuelmeasures {MFA₀} for the identified fuel card within the Metal-FuelDatabase Management Subsystems 293 and 297 of both the Metal-Fuel CardDischarging and Recharging Subsystems. While this initializationprocedure is simple to carry out, it is understood that in someapplications it may be more desirable to empirically determine theseinitial metal-fuel measures using theoretically-based computationspremised on the metal-fuel cards having been subjected to a known courseof treatment, for example: (1) momentarily subjecting the loaded fuelcard to electrical-shorting conditions at the power output terminals ofthe FCB system; (2) automatically detecting the response characteristicsthereof; and (3) correlating such detected response characteristicswithin a known initial state of oxidation stored in a Table as afunction of shorting current; while maintaining all other (re)chargingparameters constant (hereinafter referred to as the “Short-CircuitResistance Test”).

After the initialization procedure is completed, the Metal-Fuel CardDischarging Subsystem 115 is ready to carry out its metal-fuelmanagement functions along the lines to be described hereinbelow. In theillustrative embodiment, this method involves two basic steps that arecarried out in a cyclical manner during discharging operations.

The first step of the procedure involves subtracting from the initialmetal-fuel amount MFA₀, the computed metal-oxide estimate MOE₀₋₁ whichcorresponds to the amount of metal-oxide produced during dischargingoperations conducted between time interval t₀-t₁. During the dischargingoperation, metal-oxide estimate MOE₀₋₁ is computed using the followingdischarge parameters collected—electrical discharge current i_(acd), andtime duration ΔT_(d).

The second step of the procedure involves adding to the computed measure(MFA₀−MOE₀₋₁), the metal-fuel estimate MFE₀₋₁ which corresponds to theamount of metal-fuel produced during any recharging operations that mayhave been conducted between time interval t₀-t₁. Notably, metal-fuelestimate MFE₀₋₁ is computed using: electrical recharge current i_(acr);and the time duration thereof ΔT_(d) during the recharging operation.Notably, this metal-fuel measure MFE₀₋₁ will have been previouslycomputed and recorded within the Metal-Fuel Database ManagementSubsystem 297 within the Metal-Fuel Card Recharging Subsystem 117 duringthe immediately previous recharging operation (if one such operation wascarried out). Thus, in the illustrative embodiment, it will be necessaryto read this prerecorded information element from the Database Subsystem297 within the Recharging Subsystem 117 during current dischargingoperations.

The computed result of the above-described accounting procedure (i.e.MFA₀−MOE₀₋₁+MFE₀₋₁) is then posted within the Metal-Fuel DatabaseManagement Subsystem 293 within Metal-Fuel Card Discharging Subsystem115 as the new current metal-fuel amount (MFA₁) which will be used inthe next metal-fuel availability update procedure. During dischargingoperations, the above-described update procedure is carried out everyt_(i)−t_(i+1) seconds for each metal-fuel track that is beingdischarged.

Such information maintained on each metal-fuel track can be used in avariety of ways, for example: managing the availability of metal-fuel tomeet the electrical power demands of the electrical load connected tothe FCB system; as well as setting the discharge parameters in anoptimal manner during discharging operations. The details pertaining tothis metal-fuel management techniques will be described in greaterdetail hereinbelow.

Uses for Metal-Fuel Availability Management During the Discharging Modeof Operation

During discharging operations, the computed estimates of metal-fuelpresent over any particular metal-fuel track at time t₂ (i.e.MFT_(t1-t2)), determined at the j-th discharging head, can be used tocompute the availability of metal-fuel at the (j+1)th, (j+2)th, or(j+n)th discharging head downstream from the j-th discharging head.Using such computed measures, the system controller 130 within theMetal-Fuel Card Discharging Subsystem 115 can determine (i.e.anticipate) in real-time, which metal-fuel track along a metal-fuel cardcontains metal-fuel (e.g. zinc) in quantities sufficient to satisfyinstantaneous electrical-loading conditions imposed upon the Metal-FuelCard Discharging Subsystem 115 during the discharging operations, andselectively “switch-in” the metal-fuel track(s) along which metal-fuelis known to exist. Such track switching operations may involve thesystem controller 130 temporarily connecting the output terminals of thecathode-anode structures thereof to the input terminals of thecathode-anode output terminal configuration subsystem 132 so that trackssupporting metal-fuel content (e.g. deposits) are made readily availablefor producing electrical power required by the electrical load 116.

Another advantage derived from such metal-fuel management capabilitiesis that the system controller 130 within the Metal-Fuel Card DischargingSubsystem 115 can control discharge parameters during dischargingoperations using information collected and recorded within theMetal-Fuel Database Management Subsystems 293 and 297 during theimmediately prior recharging and discharging operations.

Means for Controlling Discharge Parameters During the Discharging ModeUsing Information Recorded During the Prior Modes of Operation

In the FCB system of the fourth illustrative embodiment, the systemcontroller 130 within the Metal-Fuel Card Discharging Subsystem 115 canautomatically control discharge parameters using information collectedduring prior recharging and discharging operations and recorded withinthe Metal-Fuel Database Management Subsystems 293 and 297 of the FCBsystem of FIG. 4.

As shown in FIG. 5B16, the subsystem architecture and buses providedwithin and between the Discharging and Recharging Subsystems 115 and 117enable system controller 130 within the Metal-Fuel Card DischargingSubsystem 115 to access and use information recorded within theMetal-Fuel Database Management Subsystem 297 within the Metal-Fuel CardRecharging Subsystem 117. Similarly, the subsystem architecture andbuses provided within and between the Discharging and RechargingSubsystems 115 and 117 enable system controller 130′ within theMetal-Fuel Card Recharging Subsystem 117 to access and use informationrecorded within the Metal-Fuel Database Management Subsystem 293 withinthe Metal-Fuel Card Discharging Subsystem 115. The advantages of suchinformation file and sub-file sharing capabilities will be explainedhereinbelow.

During the discharging operations, the system controller 130 can accessvarious types of information stored within the Metal-Fuel DatabaseManagement Subsystems within the Discharging and Recharging Subsystems115 and 117. One important information element will relate to the amountof metal-fuel currently available at each metal-fuel track at aparticular instant of time (i.e. MFE_(t)). Using this information, thesystem controller 130 can determine if there will be sufficientmetal-fuel along a particular track to satisfy electrical power demandsof the connected load 116. The metal-fuel along one or more or all ofthe fuel tracks in a metal-fuel card may be substantially consumed as aresult of prior discharging operations, and not having been rechargedsince the last discharging operation. The system controller 130 cananticipate such metal-fuel conditions within the discharging heads.Depending on the metal-fuel condition of “upstream” fuel cards, thesystem controller 130 may respond as follows: (i) connect thecathode-anode structures cof metal-fuel “rich” tracks into the dischargepower regulation subsystem 151 when high electrical loading conditionsare detected at load 116, and connect cathode-anode structures ofmetal-fuel “depleted” tracks into this subsystem when low loadingconditions are detected at electrical load 116; (ii) increase the rateof oxygen being injected within the corresponding cathode supportstructures (i.e. by increasing the air pressure therewithin) when themetal-fuel is thinly present on identified metal-fuel tracks, anddecrease the rate of oxygen being injected within the correspondingcathode support structures (i.e. by decreasing the air pressuretherewithin) when the metal-fuel is thickly present on identifiedmetal-fuel zones, in order to maintain power produced from thedischarging heads; (iii) control the temperature of the discharginghead; when the sensed temperature thereof exceeds predeterminedthresholds; etc. It is understood that in alternative embodiments of thepresent invention, the system controller 130 may operate in differentways in response to the detected condition of particular tracks on anidentified metal-fuel card.

During the Recharging Mode

In the FCB system of the fourth illustrative embodiment shown in FIG. 4,means are provided for automatically managing the metal-oxide presencewithin the Metal-Fuel Card Recharging Subsystem 117 during rechargingoperations. Such system capabilities will be described in greater detailhereinbelow.

As shown in FIG. 5B16, data signals representative of rechargeparameters (e.g., i_(acr), v_(acr), . . . , pO_(2r), {H₂O}_(r), T_(r),v_(acr)/i_(acr)) are automatically provided as input to the Data Captureand Processing Subsystem 299 within the Metal-Fuel Card RechargingSubsystem 117. After sampling and capturing, these data signals areprocessed and converted into corresponding data elements and thenwritten into an information structure 302 as shown, for example, in FIG.5B15. As in the case of discharge parameter collection, each informationstructure 302 for recharge parameters comprises a set of data elementswhich are “time-stamped” and related (i.e. linked) to a uniquemetal-fuel card identifier 171 (171′, 171″), associated with themetal-fuel card being recharged. The unique metal-fuel card identifieris determined by data reading head 180 (180′, 180″) shown in FIG. 5B6.Each time-stamped information structure is then recorded within theMetal-Fuel Database Management Subsystem 297 of the Metal-Fuel CardRecharging Subsystem 117, shown in FIG. 5B16, for maintenance,subsequent processing and/or access during future recharging and/ordischarging operations.

As mentioned hereinabove, various types of information are sampled andcollected by the Data Capture and Processing Subsystem 299 during therecharging mode. Such information types include, for example: (1) therecharging voltage applied across each such cathode-anode structurewithin each recharging head; (2) the amount of electrical current(i_(acr)) supplied across each cathode-anode structures within eachrecharge head; (3) the oxygen concentration (pO_(2r)) level in eachsubchamber within each recharging head; (4) the moisture level({H₂O}_(r)) near each cathode-electrolyte interface within eachrecharging head; and (5) the temperature (T_(acr)) within each channelof each recharging head. From such collected information, the DataCapture and Processing Subsystem 299 can readily compute variousparameters of the system including, for example, the time duration(Δt_(r)) that electrical current (i_(r)) was supplied to a particularcathode-anode structure within a particular recharging head.

The information structures produced and stored within the Metal-FuelDatabase Management Subsystem 297 of the Metal-Fuel Card RechargingSubsystem 117 on a real-time basis can be used in a variety of waysduring recharging operations.

For example, the above-described current (i_(acr)) and time duration(ΔT_(r)) information acquired during the recharging mode isconventionally measured in Amperes and Hours, respectively. The productof these measures (AH) provides an accurate measure of the electricalcharge (−Q) supplied to the metal-air fuel cell battery structures alongthe metal-fuel and during recharging operations. Thus the computed “AH”product provides an accurate amount of metal-fuel that one can expect tohave been produced on the identified track of metal-fuel, at aparticular instant in time, during recharging operations.

When used with historical information about metal oxidation andreduction processes, the Metal-Fuel Database Management Subsystems 293and 297 within the Metal-Fuel Card Discharging and Recharging Subsystems115 and 117 respectively can be used to account for or determine howmuch metal-oxide (e.g. zinc-oxide) should be present for recharging(i.e. conversion back into zinc from zinc-oxide) along the zinc-fuelcard. Thus such information can be very useful in carrying outmetal-fuel management functions including, for example, determination ofmetal-oxide amounts present along each metal-fuel track duringrecharging operations.

In the illustrative embodiment, metal-oxide presence may be managedwithin the Metal-Fuel Card Recharging Subsystem 117 using the methoddescribed hereinbelow.

Preferred Method of Metal-Oxide Presence Management During RechargingOperations

In accordance with the principles of the present invention, the daltareading head 180 (180′, 180′) shown in FIG. 5B10 automaticallyidentifies each metal-fuel card as it is loaded within the recharginghead assembly 175 and produces card identification data indicativethereof which is supplied to the Data Capture and Processing Subsystem299 within the Metal-Fuel Card Discharging Subsystem 117. Upon receivingcard identification data on the loaded metal-fuel card, the Data Captureand Processing Subsystem 299 automatically creates an informationstructure (i.e. data file) on the metal-fuel card, for storage withinthe Metal-Fuel Database Management Subsystem 297. The function of theinformation structure is to record current (up-to-date) information onsensed recharge parameters, the metal-fuel availability state,metal-oxide presence state, and the like, as shown in FIG. 5B15. In theevent that an information storage structure has been previously createdfor this particular metal-fuel card within the Metal-Fuel DatabaseManagement Subsystem, this information file is accessed from DatabaseManagement Subsystem 297 for updating. As shown in FIG. 5B15, for eachidentified metal-fuel card, an information structure 302 is maintainedfor each metal-fuel track (MFT_(j)), at each sampled instant of timet_(i).

Once an information structure has been created (or found) for aparticular metal-fuel card, the initial state or condition of eachmetal-fuel track thereon must be determined and entered within theinformation structure maintained within the Metal-Fuel DatabaseManagement Subsystem 297. Typically, the metal-fuel card loaded withinthe recharging head assembly 175 will be partially or fully discharged,and thus containing a particular amount of metal-oxide along its tracksfor conversion back into its primary metal. For accurate metal-fuelmanagement, these initial metal-oxide amounts in the loaded card(s) mustbe determined and then information representative stored with theMetal-Fuel Database Management Subsystems 293 and 297 of the Dischargingand Recharging Subsystems 115 and 117, respectively. In general, initialstates of information can be acquired in a number of different ways,including for example: by encoding such initialization information onthe metal-fuel card prior to completing a discharging operation on adifferent FCB system; by prerecording such initialization informationwithin the Metal-Fuel Database Management Subsystem 297 during the mostrecent recharging operation carried out in the same FCB system; byrecording within the Metal-Fuel Database Management Subsystem 297 (atthe factory), the amount of metal-oxide normally expected on each trackof a particular type metal-fuel card, and automatically initializingsuch information within a particular information structure upon readinga code on the metal-fuel card using data reading head 180 (180′, 180″);by actually measuring the initial amount of metal-oxide on eachmetal-fuel track using the metal-oxide sensing assembly described abovein conjunction with the cathode-anode input terminal configurationsubsystem 178; or by any other suitable technique.

Prior to conducting recharging operations on the loaded fuel card(s),the “actual” measurement technique mentioned above can be carried out byconfiguring metal-oxide sensing (v_(applied)/i_(response)) drivecircuitry (shown in FIG. 2A15) with the cathode-anode input terminalconfiguration subsystem 178 and Data Capture and Processing Subsystem299 within the Recharging Subsystem 117. Using this arrangement, themetal-oxide sensing heads can automatically acquire information on the“initial” state of each metal-fuel track on each identified metal-fuelcard loaded within the recharging head assembly. Such information wouldinclude the initial amount of metal-oxide and metal-fuel present on eachtrack at the time of loading, denoted by “t₀”.

In a manner similar to that described in connection with the FCB systemof FIG. 1, such metal-fuel/metal-oxide measurements are carried out oneach metal-fuel track of the loaded card by automatically applying atest voltage across a particular track of metal fuel, and detecting theelectrical current which flows across the section of metal-fuel track inresponse the applied test voltage. The data signals representative ofthe applied voltage (v_(applied)) and response current (i_(response)) ata particular sampling period are automatically detected by the DataCapture and Processing Subsystem 299 and processed to produce a dataelement representative of the ratio of the applied voltage to responsecurrent with appropriate numerical scaling. This data element isautomatically recorded within an information structure linked to theidentified metal-fuel card maintained in the Metal-Fuel Data ManagementSubsystem 297. As this data element provides a direct measure ofelectrical resistance across the metal-fuel track under measurement, itcan be accurately correlated to a measured “initial” amount ofmetal-oxide present on the identified metal-fuel track.

Data Capture and Processing Subsystem 299 then quantifies the measuredinitial metal-oxide amount (available at initial time instant t₀), anddesignates it as MOA₀ for recording in the information structuresmaintained within the Metal-Fuel Database Management Subsystems of boththe Metal-Fuel Card Discharging and Recharging Subsystems 115 and 117.While this initialization procedure is simple to carry out, it isunderstood that in some applications it may be more desirable toempirically determine these initial metal-oxide measures usingtheoretically-based computations premised on the metal-fuel cards havingbeen subjected to a known course of treatment (e.g. the Short-CircuitResistance Test described hereinabove).

After completing the initialization procedure, the Metal-Fuel CardRecharging Subsystem 117 is ready to carry out its metal-fuel managementfunctions along the lines to be described hereinbelow. In theillustrative embodiment, this method involves two basic steps that arecarried out in a cyclical manner during recharging operations.

The first step of the procedure involves subtracting from the initialmetal-oxide amount MOA₀, the computed metal-fuel estimate MFE₀₋₁ whichcorresponds to the amount of metal-fuel produced during rechargingoperations conducted between time interval t₀-t₁. During the rechargingoperation, metal-fuel estimate MFE₀₋₁ is computed using the followingrecharge parameters collected—electrical recharge current i_(acr) andthe time duration ΔT_(R) thereof.

The second step of the procedure involves adding to the computed measure(MOA₀−MFE₀₋₁), the metal-oxide estimate MOE₀₋₁ which corresponds to theamount of metal-oxide produced during any discharging operations thatmay have been conducted between time interval t₀-t₁. Notably, themetal-oxide estimate MOE₀₋₁ is computed using the following dischargeparameters collected—electrical recharge current i_(acd) and timeduration ΔT₀₋₁, during the discharging operation. Notably, metal-oxidemeasure MOE₀₋₁ will have been previously computed and recorded withinthe Metal-Fuel Database Management Subsystem 293 within the Metal-FuelCard Discharging Subsystem 115 during the immediately previousdischarging operation (if one such operation carried out since t₀).Thus, in the illustrative embodiment, it will be necessary to read thisprerecorded information element from the Database Management Subsystem293 within the Metal-Fuel Discharging Subsystem 115 during the currentrecharging operations.

The computed result of the above-described procedure (i.e.MOA₀−MFE₀₋₁+MOE₀₋₁) is then posted within the Metal-Fuel DatabaseManagement Subsystem 297 within Metal-Fuel Card Recharging Subsystem 117as the new “current” metal-fuel amount (MOA₁) which will be used in thenext metal-oxide presence update procedure. During rechargingoperations, the above-described update procedure is carried out everyt_(i)−t_(i+1) seconds for each metal-fuel track that is being recharged.

Such information maintained on each metal-fuel track can be used in avariety of ways, for example: managing the presence of metal-oxideformations along the track of metal-fuel cards; as well as setting therecharge parameters in an optimal manner during recharging operations.The details pertaining to such metal-oxide presence managementtechniques will be described in greater detail hereinbelow.

Uses for Metal-Oxide Presence Management During the Recharging Mode ofOperation

During recharging operations, the computed amounts of metal-oxidepresent along any particular metal-fuel track (i.e. MFT), determined atthe i-th recharging head, can be used to compute the presence ofmetal-oxide at the (i+1)th, (i+2)th, or (i+n)th recharging headdownstream from the i-th recharging head. Using such computed measures,the system controller 130′ within the Metal-Fuel Card RechargingSubsystem 117 can determine (i.e. anticipate) in real-time, whichmetal-fuel tracks along a metal-fuel card contain metal-oxide (e.g.zinc-oxide) requiring recharging, and which contain significant amountsof metal-fuel thus and not requiring recharging. For those metal-fueltracks requiring recharging, the system controller 130′ canelectronically switch-in the cathode-anode structures of thosemetal-fuel tracks having significant metal-oxide content (e.g. deposits)for conversion into metal-fuel within the recharging head assembly 175.

Another advantage derived from such metal-oxide management capabilitiesis that the system controller 130′ within the Metal-Fuel Card RechargingSubsystem 117 can control recharge parameters during rechargingoperations using information collected and recorded within theMetal-Fuel Database Management Subsystems 293 and 297 during theimmediately prior recharging and discharging operations.

During Recharging operations, information collected can be used tocompute an accurate measure of the amount of metal-oxide that existsalong each metal-fuel track at any instant in time. Such information,stored within information storage structures maintained within theMetal-Fuel Database Subsystem 297, can be accessed and used by thesystem controller 130′ within the Metal-Fuel Card Discharging Subsystem117 to control the amount of electrical current supplied across thecathode-electrolyte structures of each recharging head 175. Ideally, themagnitude of electrical current will be selected to ensure completeconversion of the estimated amount of metal-oxide (e.g. zinc-oxide)along each such track, into its primary source metal (e.g. Zinc) withoutdestroying the structural integrity and porosity characteristics of themetal-fuel tape.

Means for Controlling Recharge Parameters During the Recharging ModeUsing Information Recorded During Prior Modes of Operation

In the FCB system of the fourth illustrative embodiment, the systemcontroller 130′ within the Metal-Fuel Card Recharging Subsystem 117 canautomatically control recharge parameters using information collectedduring prior discharging and recharging operations and recorded withinthe Metal-Fuel Database Management Subsystems 293 and 297 of the FCBsystem of FIG. 4.

During the recharging operations, the system controller 130′ within theMetal-Fuel Card Recharging Subsystem 117 can access various types ofinformation stored within the Metal-Fuel Database Management Subsystem297. One important information element stored therein will relate to theamount of metal-oxide currently present along each metal-fuel track at aparticular instant of time (i.e. MOA_(t)). Using this information, thesystem controller 130′ can determine on which tracks metal-oxidedeposits are present, and thus can connect the input terminal of thecorresponding cathode-anode structures (within the recharging heads) tothe recharging power control subsystem 181 by way of the cathode-anodeinput terminal configuration subsystem 178, to efficiently and quicklycarry out recharging operations therealong. The system controller 130′can anticipate such metal-oxide conditions prior to conductingrecharging operations. Depending on the metal-oxide condition of“upstream” fuel cards loaded within the discharging head assembly, thesystem controller 130′ of the illustrative embodiment may respond asfollows: (i) connect cathode-anode structures of metal-oxide “rich”tracks into the recharging power regulation subsystem 181 for longrecharging durations, and connect cathode-anode structures ofmetal-oxide “depleted” tracks from this subsystem for relatively shorterrecharging operations; (ii) increase rate of oxygen evacuation fromabout the cathode support structures corresponding to tracks havingthickly formed metal-oxide formations therealong during rechargingoperations, and decrease the rate of oxygen evacuation from about thecathode support structures corresponding to tracks having thinly formedmetal-oxide formations therealong during recharging operations; (iii)control the temperature of the recharging heads when the sensedtemperature thereof exceeds predetermined thresholds; etc. It isunderstood that in alternative embodiments, the system controller 130′may operate in different ways in response to the detected condition of aparticular track on an identified fuel card.

THE FIFTH ILLUSTRATIVE EMBODIMENT OF THE AIR-METAL FCB SYSTEM OF THEPRESENT INVENTION

The fifth illustrative embodiment of the metal-air FCB system hereof isillustrated in FIGS. 6 through 7B13. As shown in FIGS. 6, 7A1 and 7A2this FCB system 185 comprises a number of subsystems, namely: aMetal-Fuel Card Discharging (i.e. Power Generation) Subsystem 186 forgenerating electrical power from the recharged metal-fuel cards 187during the Discharging Mode of operation; Metal-Fuel Card RechargingSubsystem 191 for electro-chemically recharging (i.e. reducing) sectionsof oxidized metal-fuel cards 187 during the Recharging Mode ofoperation; a Recharged Card Loading Subsystem 189 for automaticallyloading one or more metal-fuel cards 187 from recharged storage bin 188Ainto the discharging bay of the FCB system; a Discharged Card UnloadingSubsystem 192 for automatically unloading one or more dischargedmetal-fuel cards 187 from the discharging bay of the FCB system into thedischarged metal-fuel card storage bin 188B; Discharged Card LoadingSubsystem 192 for automatically loading one or more dischargedmetal-fuel cards from the discharged metal-fuel card storage bin 188B,into the recharging bay of the Metal-Fuel Card Recharging Subsystem 191;and a Recharged Card Unloading Subsystem 193 for automatically unloadingrecharged metal-fuel cards from the recharging bay of the RechargingSubsystem into the recharged metal-fuel card storage bin 188A. Detailsconcerning each of these subsystems and how they cooperate will bedescribed below.

As shown in FIG. 6, the metal fuel consumed by this FCB System isprovided in the form of metal fuel cards 187, slightly different inconstruction from the card 112 used in the system of FIG. 4. As shown inFIGS. 6 and 7A12, each metal-fuel card 187 has a rectangular-shapedhousing containing a plurality of electrically isolated metal-fuelelements (e.g. squares) 195A through 195D. As will be illustrated ingreater detail hereinafter, these elements are adapted to contact thecathode elements 196A through 196D of the “multi-zoned” discharging head197 in the Metal-Fuel Card Discharging Subsystem 186 when the metal-fuelcard 187 is moved into properly aligned position between cathode supportplate 198 and anode contacting structure 199 thereof during theDischarging Mode, as shown in FIG. 7A4, and also contact the cathodeelements 196A′ through 196D′ of the recharging head 197′ in theMetal-Fuel Card Recharging Subsystem 191 when the fuel card is movedinto properly aligned position between the cathode support plate 198′and the anode contacting support structure 199′ during the rechargingmode as shown in FIG. 7B4.

In the illustrative embodiment, the fuel card of the present inventionis “multi-zoned” in order to enable the simultaneous production ofmultiple supply voltages (e.g. 1.2 Volts) from the “multi-zone”discharging head 197. As described in connection with the otherembodiments of the present invention, this technical feature enables thegeneration and delivery of a wide range of output voltages from thesystem, suitable to the requirements of the particular electrical loadconnected to the FCB system.

Brief Summary of Modes of Operation of the FCB System of the FourthIllustrative Embodiment of the Present Invention

The FCB system of the fifth illustrative embodiment has several modes ofoperation, namely: a Recharge Card Loading Mode during which one or moremetal-fuel cards 187 are automatically loaded from the rechargedmetal-fuel card storage bin 188A into the discharging bay of theMetal-Fuel Card Discharging Subsystem 186, Discharged Card Loading Modeduring which one or more metal-fuel cards are automatically loaded fromthe discharged metal-fuel card storage bin into the recharging bay ofthe Metal-Fuel Card Recharging Subsystem 191; a Discharging Mode duringwhich electrical power is produced from metal-fuel cards 187 loaded intothe Metal-Fuel Card Discharging Subsystem 186 by electro-chemicaloxidation, and supplied to the electrical load connected to the outputof the subsystem; a Recharging Mode during which metal-fuel cards loadedinto the Metal-Fuel Card Recharging Subsystem 191 are recharged byelectro-chemical reduction; and a Discharged Card Unloading Mode duringwhich one or more metal-fuel cards are automatically unloaded from thedischarging bay of the system into the discharged metal-fuel cardstorage bin 188B thereof; and a Recharged Card Unloading Mode, duringwhich one or more recharged metal-fuel cards are automatically unloadedfrom the recharging bay of the Metal-Fuel Card Recharging Subsystem 191into the recharged metal-fuel card storage bin 188A. These modes will bedescribed in greater detail hereinafter.

Multi-Zone Metal-Fuel Card Used in the FCB System of the FifthIllustrative Embodiment

In the FCB system of FIG. 6, each metal-fuel card 187 has multiplefuel-tracks (e.g. five zones) as taught in copending application Ser.No. 08/944,507, supra. When using such a metal-fuel card design, it isdesirable to design each discharging head 197 within the Metal-Fuel CardDischarging Subsystem 186 as a “multi-zoned” discharging head.Similarly, each recharging head 197′ within the Metal-Fuel CardRecharging Subsystem 191 hereof should be designed as a multi-zonedrecharging head in accordance with the principles of the presentinvention. As taught in great detail in copending application Ser. No.08/944,507, the use of “multi-zoned” metal-fuel cards 187 andmulti-zoned discharging heads 197 enables the simultaneous production ofmultiple output voltages {V1, V2, . . . , Vn} selectable by the enduser. Such output voltages can be used for driving various types ofelectrical loads 200 connected to the output power terminals 201 of theMetal-Fuel Card Discharging Subsystem. This is achieved by selectivelyconfiguring the individual output voltages produced across eachanode-cathode structure within the discharging heads during carddischarging operations. This system functionality will be described ingreater detail hereinbelow.

In general, multi-zone and single-zone metal-fuel cards 187 alike can bemade using several different techniques. Preferably, the metal-fuelelements contained with each card-like device 187 is made from zinc asthis metal is inexpensive, environmentally safe, and easy to work.Several different techniques will be described below for makingzinc-fuel elements according to this embodiment of the presentinvention.

For example, in accordance with a first fabrication technique, a thinmetal layer (e.g. nickel or brass) of about 0.1 to about 5 micronsthickness is applied to the surface of low-density plastic material(drawn and cut in the form of a card-like structure). The plasticmaterial should be selected so that it is stable in the presence of anelectrolyte such as KOH. The function of the thin metal layer is toprovide efficient current collection at the anode surface. Thereafter,zinc powder is mixed with a binder material and then applied as acoating (e.g. 1-500 microns thick) upon the surface of the thin metallayer. The zinc layer should have a uniform porosity of about 50% toallow the ions within the ionically-conducting medium (e.g. electrolyteions) to flow with minimum electrical resistance between the cathode andanode structures. As will be explained in greater detail hereinafter,the resulting metal-fuel structure can be mounted within an electricallyinsulating casing of thin dimensions to improve the structural integrityof the metal-fuel card 187, while providing the discharging heads accessto the anode structure when the card is loaded within its card storagebay. The casing of the metal-fuel card can be provided with a slidablepanel that enables access to the metal-fuel strips when the card isreceived in the storage bay and the discharging head is transported intoposition for discharging operations.

In accordance with a second fabrication technique, a thin metal layer(e.g. nickel or brass) of about 0.1 to about 5 microns thickness isapplied to the surface of low-density plastic material (drawn and cut inthe form of card). The plastic material should be selected so that it isstable in the presence of an electrolyte such as KOH. The function ofthe thin metal layer is to provide efficient current collection at theanode surface. Thereafter zinc is electroplated onto the surface of thethin layer of metal. The zinc layer should have a uniform porosity ofabout 50% to allow ions within. the ionically-conducting medium (e.g.electrolyte) to flow with minimum electrical resistance between thecathode and anode structures. As will be explained in greater detailhereinafter, the resulting metal-fuel structures can be mounted withinan electrically insulating casing of thin dimensions to provide ametal-fuel card having suitable structural integrity, while providingthe discharging heads access to the anode structure when the card isloaded within its card storage bay. The casing of the metal-fuel cardcan be provided with slidable panels that enable access to themetal-fuel strips when the card is received in the storage bay and thedischarging head is transported into position for dischargingoperations.

In accordance with a third fabrication technique, zinc power is mixedwith a low-density plastic base material and drawn intoelectrically-conductive sheets. The low-density plastic material shouldbe selected so that it is stable in the presence of an electrolyte suchas KOH. Each electrically-conductive sheet should have a uniformporosity of about 50% to allow ions within the ionically-conductingmedium (e.g. electrolyte) to flow with minimum electrical resistancebetween the current collecting elements of the cathode and anodestructures. Then a thin metal layer (e.g. nickel or brass) of about 1 to10 microns thickness is applied to the surface of theelectrically-conductive sheet. The function of the thin metal layer isto provide efficient current collection at the anode surface. As will beexplained in greater detail hereinafter, the resulting metal-fuelstructures can be mounted within an electrically insulating casing ofthin dimensions to provide a metal-fuel card having suitable structuralintegrity, while providing the discharging heads access to the anodestructure when the card is loaded within its card storage bay. The cardhousing can be made from any suitable material designed to withstandheat and corrosion. Preferably, the housing material is electricallynon-conducting to provide an added measure of user-safety during carddischarging and recharging operations.

Each of the above-described techniques for manufacturing metal-fuelelements can be ready modified to produce “double-sided” metal-fuelcards, in which single track or multi-track metal-fuel layers areprovided on both sides of the base (i.e. substrate) material. Suchembodiments of metal-fuel cards will be useful in applications wheredischarging heads are to be arranged on both sides of metal-fuel tapeloaded within the FCB system. When making double-sided metal-fuel tape,it will be necessary in most embodiments to form a current collectinglayer (of thin metal material) on both sides of the plastic substrate sothat electrical current can be collected from both sides of themetal-fuel tape, associated with different cathode structures. Whenmaking double-sided multi-tracked fuel card, it may be desirable ornecessary to laminate together two metal-fuel sheets together, asdescribed hereinabove, with the substrates of each sheet in physicalcontact. Adaptation of the above-described methods to producedouble-sided metal-fuel cards will be readily apparent to those skilledin the art having had the benefit of the present disclosure. In suchillustrative embodiments of the present invention, the anode-contactingstructures within the each discharging head will be modified so thatelectrical contact is established with each electrically-isolatedcurrent collecting layer formed within the metal-fuel card structurebeing employed therewith.

Card Loading/Unloading Subsystem for the Fifth Illustrative Embodimentof the Metal-Air FCB System of the Present Invention

As schematically illustrated in FIG. 7A1, the function of the RechargeCard Loading Subsystem 189 is to automatically transport a plurality ofrecharged metal-fuel cards from the bottom of the stack of rechargedmetal-fuel cards 187 in the recharged metal-fuel card storage bin 188Ainto the discharging bay of the Metal-Fuel Card Discharging Subsystem182. As shown in FIG. 7A2, the function of the Discharged Card UnloadingSubsystem 190 is to automatically transport a plurality of oxidizedmetal-fuel cards 187′ from the discharging bay of the Metal-Fuel CardDischarging Subsystem 186, to the top of the stack of dischargedmetal-fuel cards in the discharged metal-fuel card storage bin 188B. Asshown in FIG. 7B1, the function of the Discharged Card Loading Subsystem192 is to automatically transport a plurality of oxidized metal-fuelcards from the bottom of the stack of discharged metal-fuel cards 187′in the discharged metal-fuel card storage bin 188B into the rechargingbay of the Metal-Fuel Card Recharging Subsystem 191. As shown in FIG.7B2, the function of the Recharged Card Unloading Subsystem 193 is toautomatically transport a plurality of recharged metal-fuel cards 187from the recharging bay of the Metal-Fuel Card Recharging Subsystem 191,to the top of the stack of recharged metal-fuel cards in the rechargedmetal-fuel card storage bin 188A.

As shown in FIG. 7A1, the Recharged Card Loading Subsystem 189 can berealized by any electro-mechanism comprising, for example, an electricmotor, rollers, guides and other components arranged in such a manner asto enable the sequential transport of a recharged metal-fuel card fromthe bottom of the stack of recharged metal-fuel cards in the rechargedmetal-fuel card storage bin 188A, into the discharging bay of theMetal-Fuel Card Discharging Subsystem, where the cathode and anodestructures of the discharging heads 197 are arranged. Thiselectro-mechanical card transport mechanism is operably connected to thesystem controller 203.

As shown in FIG. 7A2, the Discharged Card Unloading Subsystem 190 can berealized by any electro-mechanism comprising, for example, an toelectric motor, rollers, guides and other components arranged in such amanner as to enable the sequential transport of discharged metal-fuelcards from the discharging bay of the Metal-Fuel Card DischargingSubsystem to the top of the stack of discharged metal-fuel cards in thedischarged metal-fuel card storage bin 188B, where the cathode and anodestructures of the discharging heads 197 are arranged. Thiselectro-mechanical card transport mechanism is operably connected to thesystem controller 203.

As shown in FIG. 7B1, the Discharged Card Loading Subsystem 190 can berealized by any electro-mechanism comprising, for example, an electricmotor, rollers, guides and other components arranged in such a manner asto enable the sequential transport of discharged metal-fuel cards fromthe bottom of the stack of discharged metal-fuel cards in the dischargedmetal-fuel card storage bin 188B, into the recharging bay of theMetal-Fuel Card Recharging Subsystem, where the cathode and anodestructures of the discharging heads are arranged. Thiselectro-mechanical card transport mechanism is operably connected to thesystem controller 203.

As shown in FIG. 7B2, the Recharged Card Unloading Subsystem 193 can berealized by any electro-mechanism comprising, for example, an electricmotor, rollers, guides and other components arranged in such a manner asto enable the sequential transport of recharged metal-fuel cards fromthe recharging bay of the Metal-Fuel Card Recharging Subsystem, to thetop of the stack of recharged metal-fuel cards in the rechargedmetal-fuel card storage bin 188A, where the cathode and anode structuresof the discharging heads are arranged. This electromechanical cardtransport mechanism is operably connected to the system controller 203.

The Metal-Fuel Card Discharging Subsystem for the Fifth IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 7A31, 7A32, and 7A4, the metal-fuel card dischargingsubsystem 182 of the fifth illustrative embodiment of the presentinvention comprises a number of subsystems, namely: an assembly ofmulti-track discharging (i.e. discharging) heads 197, each havingmulti-element cathode structures 198 and anode-contacting structures 199with electrically-conductive output terminals connectable in a manner tobe described hereinbelow; a discharging head transport subsystem 204 fortransporting the subcomponents of the discharging head assembly 197 toand from metal-fuel cards 187 loaded within the system; a cathode-anodeoutput terminal configuration subsystem 205 for configuring the outputterminals of the cathode and anode-contacting structures of thedischarging heads under the control of system controller 203 so as tomaintain the output voltage required by a particular electrical loadconnected to the Metal-Fuel Card Discharging Subsystem 186; acathode-anode voltage monitoring subsystem 206A, connected to thecathode-electrolyte output terminal configuration subsystem 205 formonitoring (i.e. sampling) the voltages produced across cathode andanode structures of each discharging head, and producing (digital) datarepresentative of the sensed voltage levels; a cathode-anode currentmonitoring subsystem 206B, connected to the cathode-anode outputterminal configuration subsystem 205, for monitoring (e.g. sampling) thecurrents flowing through the cathode-electrolyte interfaces of eachdischarging head during the Discharging Mode, and producing digital datarepresentative of the sensed current levels; a cathode oxygen pressurecontrol subsystem comprising the system controller 203, solid-state pO₂sensors 250, vacuum chamber (structure) 207 shown in FIGS. 7A7 and 7A8,vacuum pump 208, electronically-controlled airflow control device 209,manifold structure 210, and multi-lumen tubing 211 shown in FIGS. 7A31,7A32, and 7A4, arranged together as shown for sensing and controllingthe pO2 level within the cathode structure of each discharging head 197;an ion transport control subsystem comprising the system controller 203,solid-state moisture sensor (hydrometer) 212, moisturizing (e.g.micro-sprinklering element) 213 realized as a micro-sprinkler embodiedwithin the walls structures of the cathode support plate 198 (havingwater expressing holes 214 disposed along each wall surface as shown inFIG. 7A6), a water pump 215, a water reservoir 216, anelectronically-controlled water-flow control valve 217, a manifoldstructure 218 and multi-lumen conduits 219 extending into moisturedelivery structure 213, arranged together as shown for sensing andmodifying conditions within the FCB system (e.g. the moisture level orrelative humidity level at the cathode-electrolyte interface of thedischarging heads) so that the ion-concentration at thecathode-electrolyte interface is maintained within an optimal rangeduring the Discharging Mode of operation; discharge head temperaturecontrol subsystem comprising the system controller 203, solid-statetemperature sensors (e.g. thermistors) 305 embedded within each channelof the multi-cathode support plate 198 hereof, and a discharge headcooling device 306, responsive to control signals produced by the systemcontroller 203, for lowering the temperature of each discharging channelto within an optimal temperature range during discharging operations; arelational-type Metal-Fuel Database Management Subsystem (MFDMS) 308operably connected to system controller 203 by way of local system bus309, and designed for receiving particular types of information derivedfrom the output of various subsystems within the Metal-Fuel CardDischarging Subsystem 186; a Data Capture and Processing Subsystem(DCPS) 400, comprising data reading head 260 (260′, 260″) shown in FIG.7A12 as being embedded within or mounted closely to the cathode supportstructure of each discharging head 197, and a programmedmicroprocessor-based data processor adapted to receive data signalsproduced from cathode-anode voltage monitoring subsystem 206A,cathode-anode current monitoring subsystem 206B, the cathode oxygenpressure control subsystem and the ion-concentration control subsystemhereof, and enable (i) the reading metal-fuel card identification datafrom the loaded metal-fuel card, (ii) the recording sensed dischargeparameters and computed metal-oxide indicative data derived therefrom inthe Metal-Fuel Database Management Subsystem 308 using local system bus401, and (iii) the reading prerecorded recharge parameters andprerecorded metal-fuel indicative data stored in the Metal-Fuel DatabaseManagement Subsystem (MFDMS) 308 using local system bus 309; adischarging (i.e. output) power regulation subsystem 223 connectedbetween the output terminals of the cathode-anode output terminalconfiguration subsystem 205 and the input terminals of the electricalload 200 connected to the Metal-Fuel Card Discharging Subsystem 186, forregulating the output power delivered across the electrical load (andregulate the voltage and/or current characteristics as required by theDischarge Power Control Method carried out by the system controller203); an input/output control subsystem 224, interfaced with the systemcontroller 203, interfaced with system controller 203′ within theMetal-Fuel Card Recharging Subsystem 117 by way of global system bus 402as shown in FIG. 7B14, and having various means for controlling allfunctionalies of the FCB system by way of a remote system or resultantsystem, within which the FCB system is embedded; and system controller203 for managing the operation of the above mentioned subsystems duringthe various modes of system operation. These subsystems will bedescribed in greater technical detail below.

Multi-Zone Discharging Head Assembly within the Metal-Fuel CardDischarging Subsystem

The function of the assembly of multi-zone discharging heads 197 is togenerate electrical power across the electrical load 200 as one or moremetal-fuel cards 187 are discharged during the Discharging Mode ofoperation. In the illustrative embodiment, each discharging (i.e.discharging) head 197 comprises: a cathode element support plate 198having a plurality of isolated recesses 224A through 224D permitting thefree flow of oxygen (O2) through perforations 225 formed in the bottomportion thereof; a plurality of electrically-conductive cathode elements(e.g. strips) 196A through 196D for insertion within the lower portionof these recesses 224A through 224D, respectively; a plurality ofelectrolyte-impregnated strips 226A through 226D for placement over thecathode strips 196A through 196D, and support within the recesses 224Athrough 224D, respectively, as shown in FIG. 7A12; and oxygen-injectionchamber 207 shown in FIG. 7A7 mounted over the upper (back) surface ofthe cathode element support plate 198, in a sealed manner as shown inFIG. 7A12.

As shown in FIG. 7A31, 7A32, and 7A4, each oxygen-injection chamber 207has a plurality of subchambers 207A through 207D, being physicallyassociated with recesses 224A through 224D, respectively. Each vacuumsubchamber is isolated from all other subchambers and is in fluidcommunication with one channel supporting a cathode element andelectrolyte-impregnated element. As shown, each subchamber is arrangedin fluid communication with vacuum pump 208 via one lumen of multi-lumentubing 211, one channel of manifold assembly 210 and one channel ofair-flow switch 209, each of whose operation is managed by systemcontroller 203. This arrangement enables the system controller 203 toindependently control the pO2 level in each oxygen-injection sub-chamber207A through 207D by selectively pumping pressurized air through thecorresponding air flow channel in the manifold assembly 210.

As shown in FIG. 7A8A, each electrolyte-impregnated strip 226A through226D is realized by impregnating an electrolyte-absorbing carrier stripwith a gel-type electrolyte. Preferably, the electrolyte-absorbingcarrier strip is realized as a strip of low-density, open-cell foammaterial made from PET plastic. The gel-electrolyte for the dischargingcell is made from a formula consisting of alkali solution, a gelatinmaterial, water, and additives well known in the art.

As shown in FIG. 7A8A, each cathode strip 196A through 196D is made froma sheet of nickel wire mesh 228 coated with porous carbon material andgranulated platinum or other catalysts 229 to form a cathode elementthat is suitable for use in metal-air FCB systems. Details of cathodeconstruction for use in air-metal FCB systems are disclosed in U.S. Pat.No. 4,894,296 and 4,129,633, incorporated herein by reference. To form acurrent collection pathway, an electrical conductor (nickel) 230 issoldered to the underlying wire mesh sheet 228 of each cathode strip. Asshown in FIG. 7A12, each electrical conductor 230, attached to itscathode strip is passed through a hole 231 formed in the bottom surfaceof a recess of the cathode support plate 198, and is connected to anelectrical conductor (e.g. wire) which extends out from its respectivesubchamber and terminates at a conventional conductor 235A. Duringassembly, the cathode strip is pressed into the lower portion of therecess to secure the same therein.

As shown in FIG. 7A6, the bottom surface of each recess 224A through224D has numerous perforations 225 formed therein to allow the freepassage of air and oxygen therethrough to the cathode strip 196A through196D (at atmospheric temperature and pressure). In the illustrativeembodiment, an electrolyte-impregnated strip 226A through 226D areplaced over cathode strips 196A through 196D, respectively, and securedwithin the upper portion of the cathode supporting recess by adhesive,retaining structures or the like. As shown in FIG. 7A12, when thecathode strips and thin electrolyte strips are mounted in theirrespective recesses in the cathode support plate 198, the outer surfaceof each electrolyte-impregnated strip is disposed flush with the uppersurface of the plate defining the recesses.

The interior surfaces of the cathode support recesses 224A through 224Dare coated with a hydrophobic material (e.g. Teflon) to ensure theexpulsion of water within electrolyte-impregnated strips 226A through226D and thus optimum oxygen transport across the cathode strips.Hydrophobic agents are added to the carbon material constituting theoxygen-pervious cathode elements in order to repel water therefrom.Preferably, the cathode support plate 198 is made from an electricallynon-conductive material, such as polyvinyl chloride (PVC) plasticmaterial well known in the art. The cathode support plate can befabricated using injection molding technology also well known in theart.

In FIG. 7A7, the oxygen-injection chamber 207 is shown realized as aplate-like structure having dimensions similar to that of the cathodesupport plate 198. As shown in FIG. 7A7, the oxygen-injection chamberhas four (4) recesses 207A through 207D which spatially correspond toand are in spatial registration with cathode recesses 224A through 224D,respectively, when oxygen-injection chamber 207 is mounted upon the topsurface of the cathode support plate 198, as shown in FIG. 7A12. Foursmall conduits are formed within the recessed plate 207, namely: betweeninlet opening 207E1 and outlet opening 207A1; between inlet opening207E2 and outlet opening 207B 1; between inlet opening 207E3 and outletopening 207C1; and between inlet opening 207E4 and outlet opening 207D1.When recessed plate 207 is mounted upon the cathode support plate 198,subchambers 207A through 207D are formed between recesses 207A through207D and the back portion of the perforated cathode support plate 198.Each lumen of the multi-lumen conduit 211 is connected to one of thefour inlet openings 207E1 through 207E4, and thereby arranges thesubchambers 207A through 207D in fluid communication with the fourcontrolled O₂-flow channels provided within the pO₂ control subsystem inthe Discharging Subsystem 186.

The structure of the multi-tracked fuel card 187 loaded into the FCBsystem of FIG. 6 is illustrated in FIGS. 7A9 and 7A10. As shown, themetal fuel card comprises: electrically non-conductive anode supportplate 228 of rigid construction, having a plurality of recesses 231Athrough 231D formed therein and a central hole 230 formed through thebottom surface of each recess; and the plurality of strips of metal(e.g. zinc fuel) 195A through 195D, each being disposed within a recesswithin the anode support plate 228. Notably, the spacing and width ofeach metal fuel strip is designed so that it is spatially registeredwith a corresponding cathode strip in the discharging head of the systemin which the fuel card is intended to be used. The metal-fuel carddescribed above can be made by forming zinc strips in the shape ofrecesses in the anode support plate, and then inserting a metal fuelstrip into each of the recesses. When inserted within its respectiverecess in the cathode-anode support plate 228, each metal fuel strip iselectrically isolated from all other metal fuel strips.

In FIG. 7A11, an exemplary metal-fuel (anode) contacting structure(assembly) 199 is disclosed for use with the multi-tracked fuel card 187having anode support structure 228 shown in FIG. 7A9. As shown in FIG.7A11, a plurality of electrically conductive elements 232A through 232Din the form of conductive posts are supported from a metal-fuelcontacting support platform 233. The position of these electricallyconductive posts spatially coincide with the holes 230 formed in thebottom surfaces of recesses 229A through 229D in the anode supportingplate 228. As shown, electrical conductors 234A through 234D areelectrically connected to conductive posts 232A through 232Drespectively, and anchored along the surface of the anode support plate(e.g. within a recessed groove) and terminate in a conventionalconnector 235B similar to conductors terminating at electrical connector235A. This connector is electrically connected to the outputcathode-anode terminal configuration subsystem 205 as shown in FIGS.7A31, 7A32, and 7A4. The width and length dimensions of theanode-contacting support plate 233 are substantially similar to thewidth and length dimensions of the cathode support plate 198 as well asthe anode (metal-fuel) support plate 228.

FIG. 7A12 illustrates the spatial relationship between the anodecontacting support plate 228, cathode support plate 198,oxygen-injection chamber plate 207, and anode (metal-fuel) support plate(i.e. fuel card) 228 when the fuel card 187 is loaded therebetween. Inthis loaded configuration, each cathode element 196A through 196D alongthe cathode support plate establishes ionic contact with the frontexposed surface of the corresponding metal fuel strip (i.e. zone) 195Athrough 195D by way of the electrolyte-impregnated pad 226A through 226Ddisposed therebetween Also, in this loaded configuration, eachanode-contacting element (e.g. conductive post) 232A through 232Dprojects from the anode contacting support plate 233 through the centralhole 230 in the bottom panel of each recess formed in the anodecontacting support plate 128 and establishes electrical contact with thecorresponding metal fuel strip 195A through 195D mounted therein,completing an electrical circuit through a single air-metal fuel cell ofthe present invention.

Discharging Head Transport Subsystem within the Metal-Fuel CardDischarging Subsystem

The primary function of the discharging head transport subsystem 204 isto transport the assembly of discharging heads 197 about the metal-fuelcards 187 that have ben loaded into the FCB system, as shown in FIGS.7A31 and 7A32. When properly transported, the cathode andanode-contacting structures of the discharging heads are brought into“ionically-conductive” and “electrically-conductive” contact with themetal-fuel tracks (i.e. zones) of loaded metal-fuel cards loaded withinthe system during the Discharging Mode of operation.

Discharging head transport subsystem 204 can be realized using any oneof a variety of electromechanical mechanisms capable of transporting thecathode supporting and anode-contacting structures of each discharginghead 197 away from the metal-fuel card 112, as shown in FIGS. 7A31 and7A32, and about the metal-fuel card 187 as shown in FIG. 7A4. As shown,these transport mechanisms are operably connected to system controllerand controlled by the same in accordance with the system control programcarried out thereby.

Cathode-Anode Output Terminal Configuration Subsystem within theMetal-Fuel Card Discharging Subsystem

As shown in FIGS. 7A31, 7A32, and 7A4, the cathode-anode output terminalconfiguration subsystem 205 is connected between the input terminals ofthe discharging power regulation subsystem 233 and the output terminalsof the cathode-anode pairs within the assembly of discharging heads 197.The system controller 203 is operably connected to cathode-anode outputterminal configuration subsystem 205 in order to supply control signalsfor carrying out its functions during the Discharging Mode of operation.

The function of the cathode-anode output terminal configurationsubsystem 205 is to automatically configure (in series or parallel) theoutput terminals of selected cathode-anode pairs within the dischargingheads 197 of the Metal-Fuel Card Discharging Subsystem 186 so that therequired output voltage level is produced across the electrical load 200connected to the FCB system during card discharging operations. In theillustrative embodiment of the present invention, the cathode-anodeoutput terminal configuration mechanism 205 can be realized as one ormore electrically-programmable power switching circuits usingtransistor-controlled technology, wherein the cathode andanode-contacting elements within the discharging heads 197 are connectedto ihe input terminals of the discharging power regulating subsystem223. Such switching operations are carried out under the control of thesystem controller 203 so that the required output voltage is producedacross the electrical load connected to the discharging power regulatingsubsystem 223 of the FCB system.

Cathode-Anode Voltage Monitoring Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 7A31, 7A32, and 7A4, the cathode-anode voltagemonitoring subsystem 206A is operably connected to the cathode-anodeoutput terminal configuration subsystem 205 for sensing voltage levelsand the like therewithin. This subsystem is also operably connected tothe system controller for receiving control signals required to carryout its functions. In the first illustrative embodiment, thecathode-electrolyte voltage monitoring subsystem 206A has two primaryfunctions: to automatically sense the instantaneous voltage levelproduced across the cathode-anode structures associated with eachmetal-fuel zone within each discharging head 197 during the DischargingMode; and to produce a (digital) data signal indicative of the sensedvoltages for detection, analysis and response by Data Capture andProcessing Subsystem 400.

In the first illustrative embodiment of the present invention, theCathode-Anode Voltage Monitoring Subsystem 206A can be realized usingelectronic circuitry adapted for sensing voltage levels produced acrossthe cathode-anode structures associated with each metal-fuel zonedisposed within each discharging head 197 in the Metal-Fuel CardDischarging Subsystem 186. In response to such detected voltage levels,the electronic circuitry can be designed to produce a digital datasignals indicative of the sensed voltage levels for detection andanalysis by Data Capture and Processing Subsystem 400.

Cathode-Anode Current Monitoring Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 7A31, 7A32 and 7A4, the cathode-anode currentmonitoring subsystem 206B is operably connected to the cathode-anodeoutput terminal configuration subsystem 205. The cathode-anode currentmonitoring subsystem 206B has two primary functions: to automaticallysense the magnitude of electrical currents flowing through thecathode-anode pair of each metal-fuel zone within each discharging head197 in the Metal-Fuel Card Discharging Subsystem 186 during theDischarging Mode; and to produce digital data signals indicative of thesensed currents for detection and analysis by Data Capture andProcessing Subsystem 400. In the first illustrative embodiment of thepresent invention, the cathode-anode current monitoring subsystem 206Bcan be realized using current sensing circuitry for sensing electricalcurrents flowing through the cathode-anode pairs of each metal-fuel zonewithin each discharging head 197, and producing digital data signalsindicative of the sensed currents. As will be explained in greaterdetail hereinafter, these detected current levels are used by the systemcontroller 203 in carrying out its discharging power regulation method,and well as creating a “discharging condition history” and metal-fuelavailability records for each fuel zone on the discharged metal-fuelcard.

Cathode Oxygen Pressure Control Subsystem within the Metal-Fuel CardDischarging Subsystem

The function of the cathode oxygen pressure control subsystem is tosense the oxygen pressure (pO₂) within each channel of the cathodestructure of each discharging head 197, and in response thereto, control(i.e. increase or decrease) the same by regulating the air (O₂) pressurewithin the chambers of such cathode structures. In accordance with thepresent invention, partial oxygen pressure (PO₂) within each channel ofthe cathode structure of each discharging head is maintained at anoptimal level in order to allow optimal oxygen consumption within thedischarging heads during the Discharging Mode. By maintaining the pO2level within the cathode structure, power output produced from thedischarging heads can be increased in a controllable manner. Also, bymonitoring changes in pO₂ and producing digital data signalsrepresentative thereof for detection and analysis by the Data Captureand Processing Subsystem 400, the system controller 203 is provided witha controllable variable for use in regulating the electrical powersupplied to the electrical load 200 during the Discharging Mode.

Ion-Concentration Control Subsystem within the Metal-Fuel CardDischarging Subsystem

In order to achieve high-energy efficiency during the Discharging Mode,it is necessary to maintain an optimal concentration of(charge-carrying) ions at the cathode-electrolyte interface of eachdischarging head 197 within the Metal-Fuel card Discharging Subsystem186. Thus it is this primary function of the ion-concentration controlsubsystem to sense and modify conditions within the FCB system so thatthe ion-concentration al: the cathode-electrolyte interface within thedischarging head is maintained within an optimal range during theDischarge Mode of operation.

In the illustrative embodiment, ion-concentration control is achieved ina variety of ways by embedding a miniature solid-state humidity (ormoisture) sensor 212 within each recess of the cathode support structure198 (or as close as possible to the anode-cathode interfaces) in orderto sense moisture conditions and produce a digital data signalindicative thereof. This digital data signal is supplied to the DataCapture and Processing Subsystem 400 for detection and analysis. In theevent that the moisture level drops below the predetermined thresholdvalue set in memory (ROM) within the system controller 203, the systemcontroller automatically generates a control signal supplied to amoisturizing element 213 realizable as a micro-sprinkler structure 143embodied within the walls of the cathode support structure 198. In theillustrative embodiment, the walls of the cathode support structure 198function as water carrying conduits which express water droplets out ofholes 214 adjacent the particular cathode elements when water-flow valve217 and pump 215 are activated by the system controller 203. Under suchconditions, water is pumped from reservoir 216 through manifold 218along multi-lumen conduit 219 and is expressed from holes 214 adjacentthe cathode element requiring an increase in moisture level, as sensedby moisture sensor 212. Such moisture-level sensing and controloperations ensure that the concentration of KOH within the electrolytewithin electrolyte-impregnated strips 226A through 226E is optimallymaintained for ion transport and thus power generation.

Discharge Head Temperature Control Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 7A31, 7A32, 7A4, and 7A7, the discharge headtemperature control subsystem incorporated within the Metal-Fuel CardDischarging Subsystem 186 of the first illustrative embodiment comprisesa number of subcomponents, namely: the system controller 203;solid-state temperature sensors (e.g. thermistors) 305 embedded withineach channel of the multi-cathode support structure hereof 198, as shownin FIG. 7A6; and a discharge head cooling device 306, responsive tocontrol signals produced by the system controller 203, for lowering thetemperature of each discharging channel to within an optimal temperaturerange during discharging operations. The discharge head cooling device306 can be realized using a wide variety of heat-exchanging techniques,including forced-air cooling, water-cooling, and/or refrigerant cooling,each well known in the heat exchanging art. In some embodiments of thepresent invention, where high levels of electrical power are beinggenerated, it may be desirable to provide a jacket-like structure abouteach discharge head in order to circulate air, water or refrigerant fortemperature control purposes.

Data Capture and Processing Subsystem within the Metal-Fuel TapeDischarging Subsystem

In the illustrative embodiment of FIG. 6, Data Capture And ProcessingSubsystem (DCPS) 400 shown in FIGS. 7A31, 7A32, and 7A4 carries out anumber of functions, including, for example: (1) identifying eachmetal-fuel card immediately before it is loaded within a particulardischarging head 197 within the discharging head assembly and producingmetal-fuel card identification data representative thereof; (2) sensing(i.e. detecting) various “discharge parameters” within the Metal-FuelCard Discharging Subsystem 186 existing during the time period that theidentified metal-fuel card is loaded within the discharging headassembly thereof; (3) computing one or more parameters, estimates ormeasures indicative of the amount of metal-oxide produced during carddischarging operations, and producing “metal-oxide indicative data”representative of such computed parameters, estimates and/or measures;and (4) recording in the Metal-Fuel Database Management Subsystem 400(accessible by system controllers 203 and 203′), sensed dischargeparameter data as well as computed metal-fuel indicative data bothcorrelated to its respective metal-fuel zone/card identified during theDischarging Mode of operation. As will become apparent hereinafter, suchrecorded information maintained within the Metal-Fuel DatabaseManagement Subsystem 308 by Data Capture and Processing Subsystem 400can be used by the system controller 203 in various ways including, forexample: optimally discharging (i.e. producing electrical power from)partially or completely oxidized metal-fuel cards in an efficient mannerduring the Discharging Mode of operation; and optimally rechargingpartially or completely oxidized metal-fuel cards in a rapid mannerduring the Recharging Mode of operation.

During discharging operations, the Data Capture and Processing Subsystem400 automatically samples (or captures) data signals representative of“discharge parameters” associated with the various subsystemsconstituting the Metal-Fuel Card Discharging Subsystem 186 describedabove. These sampled values are encoded as information within the datasignals produced by such subsystems during the Discharging Mode. Inaccordance with the principles of the present invention, card-type“discharge parameters” shall include, but are not limited to: thedischarging voltages produced across the cathode and anode structuresalong particular metal-fuel tracks monitored, for example, by thecathode-anode voltage monitoring subsystem 206A; the electrical(discharging) currents flowing across the cathode and anode structuresalong particular metal-fuel tracks monitored, for example, by thecathode-anode current monitoring subsystem 206B; the oxygen saturationlevel (pO_(2d)) within the cathode structure of each discharging head197, monitored by the cathode oxygen pressure control subsystem (203,270, 207, 208, 209, 210, 211); the moisture (H₂O_(d)) level (or relativehumidity) level across or near the cathode-electrolyte interface alongparticular metal-fuel tracks in particular discharging heads monitored,for example, by the ion-concentration control subsystem (203, 212, 213,214, 215, 216, 217, 218 and 219); the temperature (T_(r)) of thedischarging heads during card discharging operations; and the timeduration (ΔT_(d)) of the state of any of the above-identified dischargeparameters.

In general, there a number of different ways in which the Data Captureand Processing Subsystem 400 can record card-type “discharge parameters”during the Recharging Mode of operation. These different methods will bedetailed hereinbelow.

According to a first method of data recording shown in FIG. 7B9, cardidentifying code or indicia (e.g. miniature bar code symbol encoded withzone identifying information) 240 can be graphically printed on“optical” data track 241 during card manufacture, and can be read by anoptical data reader 260 embodied within or adjacent each discharginghead. The optical data reading head 260 can be realized using opticalscanning/decoding techniques (e.g. laser scanning bar code symbolreadLers, or optical decoders) well known in the art. In theillustrative embodiment, information representative of these unique cardidentifying codes is encoded within data signals provided to the DataCapture and Processing Subsystem 400, and subsequently recorded withinthe Metal-Fuel Database Management Subsystem 308 during dischargingoperations.

According to a second method of data recording illustrated in FIG. 7B9,a digital “card identifying” code 240′ is magnetically recorded inmagnetic data track 241′ during card manufacture, and can be read duringdischarging operations using a magnetic reading head 270′ embodiedwithin or supported adjacent each discharging head. Each magneticreading head 260′ can be realized using magnetic information readingtechniques (e.g. magstripe reading apparatus) well known in the art. Inthe illustrative embodiment, the digital data representative of theseunique card identifying codes is encoded within data signals provided tothe Data Capture and Processing Subsystem 400, and subsequently recordedwithin the Metal-Fuel Database Management Subsystem 308 duringdischarging operations.

According to a third method of data recording shown in FIG. 7B9, aunique digital “card identifying” code 240″ is recorded as a sequence oflight transmission apertures formed in an optically opaque data track241″ during card manufacture, and can be read during dischargingoperations by an optical sensing head 260″ realized using opticalsensing techniques well known in the art. In the illustrativeembodiment, the digital data representative of these unique zoneidentifying codes is encoded within data signals provided to the DataCapture and Processing Subsystem 400, and subsequently recorded withinthe Metal-Fuel Database Management Subsystem 308 during dischargingoperations.

According to a fourth alternative method of data recording, both uniquedigital “card identifying” code and set of discharge parameters for eachtrack on the identified metal-fuel card are recorded in a magnetic,optical, or apertured data track, realized as a strip attached to thesurface of the metal-fuel card of the present invention. The block ofinformation pertaining to a particular metal-fuel card can be recordedin the data track physically adjacent the related metal-fuel zonefacilating easily access of such recorded information during theDischarging Mode of operation. Typically, the block of information willinclude the metal-fuel card identification number and a set of dischargeparameters, as schematically indicated in FIG. 7B13, which areautomatically detected by the Data Capture and Processing Subsystem 400as the metal-fuel card is loaded within the discharging head assembly197.

The first and second data recording methods described above have severaladvantages over the third method described above. In particular, whenusing the first and second methods, the data track provided along themetal-fuel card can have a very low information capacity. This isbecause very little information needs to be recorded to tag eachmetal-fuel card with a unique identifier (i.e. address number or cardidentification number), to which sensed discharge parameters arerecorded in the Metal-Fuel Database Management Subsystem 308. Also,formation of a data track in accordance with the first and secondmethods should be very inexpensive, as well as providing apparatus forreading card identifying information recorded along such data tracks.

Discharging Power Regulation Subsystem within the Metal-Fuel CardDischarging Subsystem

As shown in FIGS. 7A31, 7A32 and 7B4, the input port of the rechargingpower regulation subsystem 223 is operably connected to the output portof the cathode-anode input terminal configuration subsystem 205, whereasthe output port of the recharging power regulation subsystem 223 isoperably connected to the input port of the electrical load 200. Whilethe primary function of the discharging power regulation subsystem 223is to regulate the electrical power delivered the electrical load 200during its Discharging Mode of operation (i.e. produced from dischargedmetal-fuel cards loaded within the discharging heads hereof), thedischarging power regulation subsystem 223 has a mode of programmedoperation, wherein the output voltage across the electrical load as wellas the electrical current flowing across the cathode-electrolyteinterface are regulated during discharging operations. Such controlfunctions are managed by the system controller 203 and can beprogrammably selected in a variety of ways in order to achieve optimalregulation to the electrical load 200 as multi-tracked and single-trackmetal-fuel cards are discharged in accordance with the principles of thepresent invention.

The discharging power regulating subsystem 223 can be realized usingsolid-state power, voltage and current control circuitry well known inthe power, voltage and current control arts. Such circuitry can includeelectrically-programmable power switching circuits usingtransistor-controlled technology, in which one or morecurrent-controlled sources are connectable in electrical series with thecathode and anode structures in order to control the electrical currentstherethrough in response to control signals produced by the systemcontroller 203 carrying out a particular Discharging Power ControlMethod. Such electrically-programmable power switching circuits can alsoinclude transistor-controlled technology, in which one or morevoltage-controlled sources are connectable in electrical parallel withthe cathode and anode structures in order to control the voltagethereacross in response to control signals produced by the systemcontroller. Such circuitry can be combined and controlled by the systemcontroller 203 in order to provide constant power (and/or voltage and/orcurrent) control across the electrical load 200.

In the illustrative embodiments of the present invention, the primaryfunction of the discharging power regulation subsystem 223 is to carryout real-time power regulation to the electrical load 200 using any oneof the following Discharge Power Control Methods, namely: (1) a ConstantOutput Voltage/Variable Output Current Method, wherein the outputvoltage across the electrical load is maintained constant while thecurrent is permitted to vary in response to loading conditions; (2) aConstant Output Current/Variable Output Voltage Method, wherein thecurrent into the electrical load is maintained constant while the outputvoltage thereacross is permitted to vary in response to loadingconditions; (3) a Constant Output Voltage/Constant Output CurrentMethod, wherein the voltage across and current into the load are bothmaintained constant in response to loading conditions; (4) a ConstantOutput Power Method, wherein the output power across the electrical loadis maintained constant in response to loading conditions; (5) a PulsedOutput Power Method, wherein the output power across the electrical loadis pulsed with the duty cycle of each power pulse being maintained inaccordance with preset conditions; (6) a Constant Output Voltage/PulsedOutput Current Method, wherein the output current into the electricalload is maintained constant while the current into the load is pulsedwith a particular duty cycle; and (7) a Pulsed Output Voltage/ConstantOutput Current Method, wherein the output power into the load is pulsedwhile the current thereinto is maintained constant.

In the preferred embodiment of the present invention, each of the seven(7) Discharging Power Regulation Methods are preprogrammed into ROMassociated with the system controller 203. Such power regulation methodscan be selected in a variety of different ways, including, for example,by manually activating a switch or button on the system housing, or byautomatic detection of a physical, electrical, magnetic or opticalcondition established or detected at the interface between theelectrical load and the Metal-Fuel Card Discharging Subsystem 186.

Input/Output Control Subsystem within the Metal-Fuel Card DischargingSubsystem

In some applications, it may be desirable or necessary to combine two ormore FCB systems or their Metal-Fuel Card Discharging Subsystems 186 inorder to form a resultant system with functionaries not provided by thesuch subsystems operating alone. Contemplating such applications, theMetal-Fuel Card Discharging Subsystem 186 hereof includes Input/OutputControl Subsystem 224 which allows an external system (e.g.microcomputer or microcontroller) to override and control aspects of theMetal-Fuel Card Discharging Subsystem 186 as if its system controllerwere carrying out such control functions. In the illustrativeembodiment, the Input/Output Control Subsystem 224 is realized as astandard IEEE I/O bus architecture which provides an external or remotecomputer system with a way and means of directly interfacing with thesystem controllers 203 of the Metal-Fuel Card Discharging Subsystem 186and managing various aspects of system and subsystem operation in astraightforward manner.

System Controller within the Metal-Fuel Card Discharging Subsystem

As illustrated in the detailed description set forth above, the systemcontroller 203 performs numerous operations in order to carry out thediverse functions of the FCB system within its Discharging Mode. In thepreferred embodiment of the FCB system of FIG. 6, the system controller203 is realized using a programmed microcontroller having program anddata storage memory (e.g. ROM, EPROM, RAM and the like) and a system busstructure well known in the microcomputing and control arts. In anyparticular embodiment of the present invention, it is understood thattwo or more microcontrollers may be combined in order to carry out thediverse set of functions performed by the FCB system hereof. All suchembodiments are contemplated embodiments of the system of the presentinvention.

Discharging Metal-Fuel Cards using the Metal-Fuel Card DischargingSubsystem

FIG. 7A5 sets forth a high-level flow chart describing the basic stepsof discharging metal-fuel cards using the Metal-Fuel Card DischargingSubsystem shown in FIGS. 7A31 through 7A4.

As indicated at Block A of FIG. 7A5, the Recharged Card LoadingSubsystem 189 transports four recharged metal-fuel cards 187 from thebottom of the recharged metal-fuel card storage bin 188A into the carddischarging bay of the Metal-Fuel Card Discharging Subsystem 186, asillustrated in FIG. 7A1.

As indicated at Block B, the Discharge Head Transport Subsystem 204arranges the recharging heads 197 about the metal-fuel cards loaded intothe discharging bay of the Metal-Fuel Card Discharging Subsystem 186 sothat the ionically-conducting medium is disposed between each cathodestructure and loaded metal-fuel card, as shown in FIG. 7A2.

As indicated at Block C, the Discharge Head Transport Subsystem 204 thenconfigures each discharging head so that its cathode structure is inionic contact with a loaded metal-fuel card and its anode contactingstructure is in electrical contact therewith.

As indicated at Block D in FIG. 7A5, the cathode-anode input terminalconfiguration subsystem 205 automatically configures the outputterminals of each discharging head 197 arranged about a loadedmetal-fuel card, and then the system controller 203 controls theMetal-Fuel Card Discharging Subsystem 186 so that electrical power isgenerated and supplied to the electrical load 200 at the required outputvoltage and current levels.

As indicated at Block E in FIG. 7A5, when one or more of the metal-fuelcards are discharged, then the Discharged Card Unloading Subsystem 190transports the discharged metal-fuel cards to the top of the dischargedmetal-fuel cards in the discharged metal-fuel card storage bin 188B.Thereafter, as indicated at Block F, the operations recited at Blocks Athrough E are repeated in order to load additional recharged metal-fuelcards into the discharge bay for discharging.

Metal-Fuel Card Recharging Subsystem for the Fifth IllustrativeEmbodiment of the Metal-Air FCB System of the Present Invention

As shown in FIGS. 7B31, 7B32 and 7B4, the Metal-Fuel Card RechargingSubsystem 191 of the fifth illustrative embodiment comprises a number ofsubsystems, namely: an assembly of multi-track metal-oxide reducing(i.e. recharging) heads 197′, each having multi-element cathodestructures 198′ and anode-contacting structures 199′ withelectrically-conductive input terminals connectable in a manner to bedescribed hereinbelow; a recharging head transport subsystem 204′ fortransporting the subcomponents of the recharging head assembly 197′; aninput power supply subsystem 243 for converting externally supplied ACpower signals into DC power supply signals having voltages suitable forrecharging metal-fuel tracks along fuel cards loaded within therecharging heads of the Metal-Fuel Card Recharging Subsystem 191; acathode-anode input terminal configuration subsystem 244, for connectingthe output terminals (port) of the input power supply subsystem 243 tothe input terminals (port) of the cathode and anode-contactingstructures of the recharging heads 197′, under the control of the systemcontroller 203′ so as to supply input voltages thereto forelectro-chemically converting metal-oxide formations into its primarymetal during the Recharging Mode; a cathode-anode voltage monitoringsubsystem 206A′, connected to the cathode-anode input terminalconfiguration subsystem 244, for monitoring (i.e. sampling) the voltageapplied across the cathode and anode structure of each track in eachrecharging head, and producing (digital) data representative of thesensed voltage levels; a cathode-anode current monitoring subsystem206B′, connected to the cathode-anode input terminal configurationsubsystem 244, for monitoring (i.e. sampling) the electrical currentsflowing through the cathode and anode structure of each track in eachrecharging head, and producing (digital) data representative of thesensed current levels; a cathode oxygen pressure control subsystemcomprising the system controller 203′, solid-state pO₂ sensors 250′, avacuum chamber (structure) 207′ as shown in FIGS. 7B7 and 7B8, a vacuumpump 208′, an electronically-controlled airflow control device 209′, amanifold structure 210′, and multi-lumen tubing 211′ shown in FIGS.7B31, 7B32 and 7B4, arranged together as shown for sensing andcontrolling the pO₂ level within each channel of the cathode supportstructure of each recharging head 197′; an ion-concentration controlsubsystem comprising system controller 203′, solid-state moisturesensors (hydrometer) 212′, a moisturizing (e.g. micro-sprinkleringelement) 213′ realized as a micro-sprinkler embodied within the wallsstructures of the cathode support plate 198′ (having water expressingholes 214″ disposed along each wall surface as shown in FIG. 7B6), awater pump 215′, a water reservoir 216′, a water flow control valve217′, a manifold structure 218′ and multi-lumen conduits 219′ extendinginto moisture delivery structure 213′, arranged together as shown forsensing and modifying conditions within the FCB system (e.g. themoisture level or relative humidity at the cathode-electrolyte interfaceof the recharging heads 197′) so that the ion-concentration at thecathode-electrolyte interfaces thereof is maintained within an optimalrange during the Recharge Mode of operation to facilitate optimal iontransport thereacross; recharge head temperature control subsystemcomprising the system controller 203′, solid-state temperature sensors(e.g. thermistors) 305′ embedded within each channel of themulti-cathode support structure 198′ hereof, and a recharge head coolingdevice 306′, responsive to control signals produced by the systemcontroller 203′, for lowering the temperature of each recharging channelto within an optimal temperature range during recharging operations; arelational-type metal-fuel database management subsystem (MFDMS) 404operably connected to system controller 203′ by way of local system bus405, and designed for receiving particular types of information derivedfrom the output of various subsystems within the Metal-Fuel CardRecharging Subsystem 191; a Data Capture and Processing Subsystem (DCPS)406, comprising data reading head 270 (270′, 270″) embedded within ormounted closely to the cathode support structure of each recharging head197′, and a programmed microprocessor-based data processor adapted toreceive data signals produced from cathode-anode voltage monitoringsubsystem 206A′, cathode-anode current monitoring subsystem 206B′, thecathode oxygen pressure control subsystem, the recharge head temperaturecontrol subsystem and the ion-concentration control subsystem hereof,and enable (i) the reading metal-fuel card identification data from theloaded metal-fuel card, (ii) the recording sensed recharge parametersand computed metal-fuel indicative data derived therefrom in theMetal-Fuel Database Management Subsystem 404 using local system bus 407,and (iii) the reading prerecorded discharge parameters and prerecordedmetal-oxide indicative data stored in the Metal-Fuel Database ManagementSubsystem 404 using local system bus 405; an input/output controlsubsystem 224′, interfaced with the system controller 203′, forcontrolling all functionaries of the FCB system by way of a remotesystem or resultant system, within which the FCB system is embedded; andsystem controller 203′ for managing the operation of the above mentionedsubsystems during the various modes of system operation. Thesesubsystems will be described in greater technical detail below.

Multi-Zone Recharging Head Assembly within the Metal-Fuel CardRecharging Subsystem

The function of the assembly of multi-zone recharging heads 197′ is toelectro-chemically reduce metal-oxide formations along the zones ofmetal-fuel cards loaded within the recharging head assembly during theRecharging Mode of operation. In the illustrative embodiment, eachrecharging head 197′ comprises: a cathode element support plate 198′having a plurality of isolated recesses 231A′ through 231D′ withperforated bottom panels permitting the free flow of oxygen (O₂)therethrough; a plurality of electrically-conductive cathode elements(e.g. strips) 196A′ through 196D′ for insertion within the lower portionof these recesses 231A′ through 231D′, respectively; a plurality ofelectrolyte-impregnated strips 226A′ through 226D′ for placement overthe cathode strips 196A′ through 196D′, and support within the recesses,respectively, as shown in FIG. 7B6; and oxygen-evacuation chamber 207′mounted over the upper (back) surface of the cathode element supportplate 198′, in a sealed manner, as shown in FIG. 7B12.

As shown in FIGS. 7B31, 7B32 and 7B4, the oxygen-evacuation chamber 207′has a plurality of subchambers 207A′ through 207D′ physically associatedwith recesses 231A′ through 231D′, respectively. Each vacuum subchamber207A′ through 207D′ is isolated from all other subchambers and is influid communication with one channel supporting a cathode element and anelectrolyte-impregnated element. As shown, each with vacuum pump 208′via one lumen of multi-lumen tubing 211′, one channel of manifoldassembly 210′ and one channel of air-flow switch 209′, each of whoseoperation is controlled by system controller 203′. This arrangementenables the system controller 203′ to independently control the pO₂level in each oxygen-evacuation subchamber 207A′ through 207′ byselectively evacuating air from the chamber through the correspondingair flow channel in the manifold assembly 210.

As shown in FIG. 4, electrolyte-impregnated strips 226A′ through 226D′are realized by impregnating an electrolyte-absorbing carrier strip witha gel-type electrolyte. Preferably, the electrolyte-absorbing carrierstrip is realized as a strip of low-density, open-cell foam materialmade from PET plastic. The gel-electrolyte for the discharging cell ismade from a formula consisting of alkali solution, a gelatin material,water, and additives well known in the art.

As shown in FIG. 7A8A, each cathode strip 196A′ through 196D′ is madefrom a sheet of nickel wire mesh 228′ coated with porous carbon materialand granulated platinum or other catalysts 229′ to form a cathodeelement that is suitable for use in metal-air FCB systems. Details ofcathode construction for use in air-metal FCB systems are disclosed inU.S. Pat. Nos. 4,894,296 and 4,129,633, incorporated herein byreference. To form a current collection pathway, an electrical conductor(nickel) 230′ is soldered to the underlying wire mesh sheet 228′ of eachcathode strip. As shown in FIG. 7B6, each electrical conductor 230attached to its cathode strip is passed through a hole 231′ formed inthe bottom surface of a recess of the cathode support plate, and isconnected to the cathode-oxide input terminal configuration subsystem244′ shown in FIGS. 7B32, 7B32 and 7B4. During assembly, the cathodestrip pressed into the lower portion of the recess to secure the sametherein.

As shown in FIG. 7B6, the bottom surface of each recess 224A′ through224D′ has numerous perforations 225′ formed therein to allow the freepassage of air and oxygen therethrough to the cathode strip 196A′through 196D′, respectively, (at atmospheric temperature and pressure).In the illustrative embodiment, electrolyte-impregnated strips 226A′through 226D′ are placed over cathode strips 196A′ through 196D′,respectively, and are secured within the upper portion of the cathodesupporting recesses by adhesive, retaining structures or the like. Asshown in FIG. 7B12, when the cathode strips and thin electrolyte stripsare mounted in their respective recesses in the cathode support plate198′, the outer surface of each electrolyte-impregnated strip isdisposed flush with the upper surface of the cathode support plate 198′.

The interior surfaces of the cathode support recesses 224A′ through224D′ are coated with a hydrophobic material (e.g. Teflon) 45″ to ensurethe expulsion of water within electrolyte-impregnated strips 226A′through 226D′ and thus optimum oxygen transport across the cathodestrips. Hydrophobic agents are added to the carbon material constitutingthe oxygen-pervious cathode elements in order to repel water therefrom.Preferably, the cathode support plate is made from an electricallynon-conductive material, such as polyvinyl chloride (PVC) plasticmaterial well known in the art. The cathode support plate can befabricated using injection molding technology also well known in theart.

In FIG. 7B7, the oxygen-injection chamber 207′ is shown realized as aplate-like structure having dimensions similar to that of the cathodesupport plate 198′. As shown, the oxygen-injection chamber has four (4)recesses 207A′ through 207D′ which spatially correspond to and are inspatial registration with cathode recesses 224A′ through 224D′,respectively, when oxygen-injection chamber 207′ is mounted upon the topsurface of the cathode support plate 198′, as shown in FIG. 7B12. Foursmall conduits are formed within the recessed plate 207′, namely:between inlet opening 207E1′ and outlet opening 207A1′; between inletopening 207E2′ and outlet opening 207B1′; between inlet opening 207E3′and outlet opening 207C1′; and between inlet opening 207E4′ and outletopening 207D1′. When recessed plate 207′ is mounted upon the cathodesupport plate 198′, subchambers 207A′ through 207D′ are formed betweenrecesses 207A′ through 207D′ and the back portion of the perforatedcathode support plate 198′. Each lumen of the multi-lumen conduit 211′is connected to one of the four inlet openings 207E1′ through 207E4′,and thereby arranges the subchambers 207A′ through 207D′ in fluidcommunication with the four controlled O₂-flow channels within the pO₂control subsystem in the Recharging Subsystem 191.

The structure of an assembled multi-tracked fuel card 187 partiallyoxidized is illustrated in FIG. 7B9. While not shown, metal-oxidepatterns are formed along each anode fuel strip 195A′ through 195D′ inresponse to electrical loading conditions during discharging operations.

In FIG. 7B11, an exemplary metal-fuel (anode) contacting structure(assembly) 199′ is disclosed for use with the multi-tracked fuel card187 having cathode support structure 228′ shown in FIG. 7B6. As shown, aplurality of electrically conductive elements 232A′ through 232D′ in theform of conductive posts are supported from a metal-fuel contactingsupport platform 233′. The position of these electrically conductiveposts spatially coincide with the holes 230′ formed in the bottomsurfaces of recesses 229A′ through 229D′ in the anode supporting plate228′. As shown, electrical conductors 234A′ through 234D′ areelectrically connected to conductive posts 232A′ through 232D′,respectively, and anchored along the surface of the anode support plate(e.g. within a recessed groove) and terminate in a conventionalconnector 235B, similar to conductor terminations at electricalconnector 235A′. This connector is electrically connected to thecathode-anode input terminal configuration subsystem 244 as shown inFIGS. 7B31, 7B32, and 7B4. The width and length dimensions of the anodecontacting support platform 233 are substantially similar to the widthand length dimensions of the cathode support plate 198′ as well as theanode (metal-fuel) support plate 228′.

FIG. 7D illustrates the spatial relationship between the anodecontacting support platform 233′, cathode support plate 198′,oxygen-injection chamber plate 207′, and anode (metal-fuel) supportplate (i.e. fuel card) 228 when the fuel card is loaded therebetween. Inthis loaded configuration, each cathode element 196A′ through 196D′along the cathode support plate establishes ionic contact with the frontexposed surface of the corresponding metal fuel strip (i.e. zone) 195A′through 195D′ by way of the electrolyte-impregnated pad 226A′ through226D′ disposed therebetween Also, in this loaded configuration, eachanode-contacting element (e.g. conductive post) 232A′-232D′ projectsfrom the anode contacting support platform 233′ through the central hole230′ in the bottom panel of a recess formed in the anode contactingsupport plate structure and establishes electrical contact with thecorresponding metal fuel strip mounted therein, completing an electricalcircuit through a single air-metal fuel cell of the present invention.

Recharging Head Transport Subsystem within the Metal-Fuel CardRecharging Subsystem

The primary function of the recharging head transport subsystem 204′ isto transport the assembly of recharging heads 197′ about the metal-fuelcards that have been loaded into the recharging bay of the subsystem asshown in FIGS. 7B31, 7b32, and 7B4. When properly transported, thecathode and anode-contacting structures of the recharging heads arebrought into “ionically-conductive” and “electrically-conductive”contact with the metal-fuel zones of loaded metal-fuel cards during theRecharging Mode.

The recharging head transport subsystem 204′ can be realized using anyone of a variety of electromechanical mechanisms capable of transportingthe cathode supporting and anode-contacting structures of eachrecharging head 197′ away from the metal-fuel card 187, as shown inFIGS. 7B31 and 7B32, and about the metal-fuel card as shown in FIG. 7B4.As shown, these transport mechanisms are operably connected to systemcontroller 203′ and controlled by the same in accordance with the systemcontrol program carried out thereby.

Input Power Supply Subsystem within the Metal-Fuel Card RechargingSubsystem

In the illustrative embodiment, the primary function of the Input PowerSupply Subsystem 243 is to receive as input, standard alternatingcurrent (AC) electrical power (e.g. at 120 or 220 Volts) through aninsulated power cord, and to convert such electrical power intoregulated direct current (DC) electrical power at a regulated voltagerequired at the recharging heads 197′ of the Metal-Fuel Card RechargingSubsystem 191 during the recharging mode of operation. For zinc anodesand carbon cathodes, the required “open-cell” voltage v_(acr) acrosseach anode-cathode structure during recharging is about 2.2-2.3 Volts inorder to sustain electro-chemical reduction. This subsystem can berealized in various ways using power conversion and regulation circuitrywell known in the art.

Cathode-Anode Input Terminal Configuration Subsystem within theMetal-Fuel Card Recharging Subsystem

As shown in FIGS. 7B31, 7B32 and 7B4, the cathode-anode input terminalconfiguration subsystem 244 is connected between the input terminals ofthe recharging power regulation subsystem 245 and the input terminals ofthe cathode-electrolyte pairs associated with multiple tracks of therecharging heads 197′. The system controller 203′ is operably connectedto cathode-anode input terminal configuration subsystem 244 in order tosupply control signals thereto for carrying out its functions during theRecharge Mode of operation.

The function of the cathode-anode input terminal configuration subsystem244 is to automatically configure (in series or parallel) the inputterminals of selected cathode-anode pairs within the recharging heads ofthe Metal-Fuel Card Recharging Subsystem 191 so that the required input(recharging) voltage level is applied across cathode-anode structures ofmetal-fuel tracks requiring recharging. In the illustrative embodimentof the present invention, the cathode-electrolyte input terminalconfiguration mechanism 244 can be realized as one or moreelectrically-programmable power switching circuits usingtransistor-controlled technology, wherein the cathode andanode-contacting elements within the recharging heads 197′ are connectedto the output terminals of the input power regulating subsystem 245.Such switching operations are carried out under the control of thesystem controller 203′ so that the required output voltage produced bythe recharging power regulating subsystem 245 is applied across thecathode-electrolyte structures of metal-fuel tracks requiringrecharging.

Cathode-Anode Voltage Monitoring Subsystem within the Metal-Fuel CardRecharging Subsystem

As shown in FIGS. 7B31, 7B32 and 7B4, the cathode-anode voltagemonitoring subsystem 206A′ is operably connected to the cathode-anodeinput terminal configuration subsystem 244 for sensing voltage levelsacross the cathode and anode structures connected thereto. Thissubsystem is also operably connected to the system controller 203′ forreceiving control signals therefrom required to carry out its functions.In the first illustrative embodiment, the cathode-anode voltagemonitoring subsystem 206A′ has two primary functions: to automaticallysense the instantaneous voltage levels applied across thecathode-electrolyte structures associated with each metal-fuel zoneloaded within each recharging head during the Recharging Mode; and toproduce (digital) data signals indicative of the sensed voltages fordetection and analysis by the Data Capture and Processing Subsystem 406within the Metal-Fuel Card Recharging Subsystem 191.

In the first illustrative embodiment of the present invention, thecathode-anode voltage monitoring subsystem 206A′ can be realized usingelectronic circuitry adapted for sensing voltage levels applied acrossthe cathode-anode structures associated with each metal-fuel zone withineach recharging head within the Metal-Fuel Card Recharging Subsystem191. In response to such detected voltage levels, the electroniccircuitry can be designed to produce a digital data signals indicativeof the sensed voltage levels for detection and analysis by the DataCapture and Processing Subsystem 406. As will be described in greaterdetail hereinafter, such data signals can be used by the systemcontroller 203′ to carry out its Recharging Power Regulation Methodduring the Recharging Mode of operation.

Cathode-Anode Current Monitoring Subsystem within the Metal-Fuel CardRecharging Subsystem

As shown in FIGS. 7B31, 7B32 and 7B4, the cathode-anode currentmonitoring subsystem 206B′ is operably connected to the cathode-anodeinput terminal configuration subsystem 244. The cathode-electrolytecurrent monitoring subsystem 206B′ has two primary functions: toautomatically sense the magnitude of electrical current flowing throughthe cathode-anode pair of each metal-fuel track along each recharginghead assembly within the Metal-Fuel Card Recharging Subsystem 191 duringthe discharging mode; and to produce digital data signal indicative ofthe sensed currents for detection and analysis by Data Capture andProcessing Subsystem 406 within the Metal-Fuel Card Recharging Subsystem191.

In the first illustrative embodiment of the present invention, thecathode-anode current monitoring subsystem 206B′ can be realized usingcurrent sensing circuitry for sensing the electrical current passedthrough the cathode-anode pair of each metal-fuel track (i.e. strip)along each recharging head assembly, and producing digital data signalsindicative of the sensed current levels. As will be explained in greaterdetail hereinafter, these detected current levels can be used by thesystem controller in carrying out its recharging power regulationmethod, and swell as creating a “recharging condition history”information file for each zone or subsection of recharged metal-fuelcard.

Cathode Oxygen Pressure Control Subsystem within the Metal-Fuel CardRecharging Subsystem

The function of the cathode oxygen pressure control subsystem is tosense the oxygen pressure (pO₂) within each subchannel of the cathodestructure of the recharging heads 197, and in response thereto, control(i.e. increase or decrease) the same by regulating the air (O₂) pressurewithin the subchannels of such cathode structures within each recharginghead 197′. In accordance with the present invention, partial oxygenpressure (pO₂) within each subchannel of the cathode structure of eachrecharging head is maintained at an optimal level in order to allowoptimal oxygen evacuation from the recharging heads during theRecharging Mode. By lowering the pO₂ level within each channel of thecathode structure (by evacuation), metal-oxide along metal-fuel cardscan be completely recovered with optimal use of input power supplied tothe recharging heads during the Recharging Mode. Also, by monitoringchanges in pO₂ and producing digital data signals representative thereoffor detection and analysis by Data Capture and Processing Subsystem 406and ultimate response the system controller 203′. Thus the systemcontroller 203′ is provided with a controllable variable for use inregulating the electrical power supplied to the discharged fuel tracksduring the Recharging Mode.

Ion-Concentration Control Subsystem within the Metal-Fuel CardRecharging Subsystem

In the illustrative embodiment of FIG. 6, ion-concentration controlwithin each recharging head 197′ is achieved by embedding a miniaturesolid-state humidity (or moisture) sensor 212′ within the cathodesupport structure 198′ as shown in FIG. 7B6 (or as close as possible tothe anode-cathode interfaces) in order to sense moisture or humidityconditions therein and produce a digital data signal indicative thereof.This digital data signal is supplied to the Data Capture and ProcessingSubsystem 406 for detection and analysis. In the event that the moisturelevel or relative humidity drops below the predetermined threshold valueset in memory (ROM) within the system controller, the system controller203′, monitoring information in the Metal-Fuel Database ManagementSubsystem 404 automatically generates a control signal supplied to amoisturizing element 213′, realizable as a micro-sprinkling structureembodied within the walls of the cathode support structure 198′. In theillustrative embodiment, the walls function as water-carrying conduitswhich express fine water droplets out of micro-sized holes 214′ in amanner similar to that carried out in the cathode support structure 198in the discharge heading 197. Thus the function of the water pump 215′,water reservoir 216′, water flow-control valve 217′, manifold assembly218′ and multi-lumen tubing 219′ is similar to water pump 215, waterreservoir 216, water flow-control valve 217, manifold assembly 218 andmulti-lumen tubing 219, respectively.

Such operations will increase (or decrease) the moisture level orrelative humidity within the interior of the cathode support structurechannels and thus ensure that the concentration of KOH within theelectrolyte within electrolyte-impregnated strips supported therewithinis optimally maintained for ion transport and thus metal-oxide reductionduring card recharging operations.

Data Capture and Processing Subsystem within the Metal-Fuel CardRecharging Subsystem

In the illustrative embodiment of FIG. 6, Data Capture And ProcessingSubsystem (DCPS) 406 shown in FIGS. 7B31, 7B32 and 7B4 carries out anumber of functions, including, for example: (1) identifying eachmetal-fuel card immediately before it is loaded within a particularrecharging head within the recharging head assembly 197′ and producingmetal-fuel card identification data representative thereof; (2) sensing(i.e. detecting) various “recharge parameters” within the Metal-FuelCard Recharging Subsystem 191 existing during the time period that theidentified metal-fuel card is loaded within the recharging head assemblythereof; (3) computing one or more parameters, estimates or measuresindicative of the amount of metal-fuel produced during card rechargingoperations, and producing “metal-fuel indicative data” representative ofsuch computed parameters, estimates and/or measures; and (4) recordingin the Metal-Fuel Database Management Subsystem 404 (accessible bysystem controller 203′), sensed recharge parameter data as well ascomputed metal-fuel indicative data both correlated to its respectivemetal-fuel track/card identified during the Recharging Mode ofoperation. As will become apparent hereinafter, such recordedinformation maintained within the Metal-Fuel Database ManagementSubsystem 404 by Data Capture and Processing Subsystem 406 can be usedby the system controller 203′ in various ways including, for example:optimally recharging partially or completely oxidized metal-fuel cardsin a rapid manner during the Recharging Mode of operation.

During recharging operations, the Data Capture and Processing Subsystem406 automatically samples (or captures) data signals representative of“recharge parameters” associated with the various subsystemsconstituting the Metal-Fuel Card Recharging Subsystem 191 describedabove. These sampled values are encoded as information within the datasignals produced by such subsystems during the Recharging Mode. Inaccordance with the principles of the present invention, card-type“recharge parameters” shall include, but are not limited to: thevoltages produced across the cathode and anode structures alongparticular metal-fuel zones monitored, for example, by the cathode-anodevoltage monitoring subsystem 206A′; the electrical currents flowingthrough the cathode and anode structures along particular metal-fueltracks monitored, for example, by the cathode-anode current monitoringsubsystem 206B′; the oxygen saturation level (pO₂) within the cathodestructure of each recharging head 197′, monitored by the cathode oxygenpressure control subsystem (203′, 250′, 208′, 209′, 210′, 211′); themoisture (H₂O) level (or relative humidity) level across or near thecathode-electrolyte interface along particular metal-fuel tracks inparticular recharging heads monitored, for example, by theion-concentration control subsystem (203′, 212′, 214′, 215′, 216′, 217′,218′, 219′); the temperature (T_(r)) of the recharging heads 197′ duringcard recharging operations; and the time duration (ΔT_(r)) of the stateof any of the above-identified recharge parameters.

In general, there a number of different ways in which the Data Captureand Processing Subsystem can record card-type “recharge parameters”during the Recharging Mode of operation. These different methods will bedetailed hereinbelow.

According to a first method of data recording shown in FIG. 7B9, cardidentifying code or indicia (e.g. miniature bar code symbol encoded withzone identifying information) 240 graphically printed on an “optical”data track 241, can be read by optical data reader 270 realized usingoptical techniques (e.g. laser scanning bar code symbol readers, oroptical decoders). In the illustrative embodiment, informationrepresentative of these unique card identifying codes is encoded withindata signals provided to the Data Capture and Processing Subsystem 406,and subsequently recorded within the Metal-Fuel Database ManagementSubsystem 404 during recharging operations.

According to a second method of data recording shown in FIG. 7B9,digital “card identifying” code 240′ magnetically recorded in a magneticdata track 241′, can be read by magnetic reading head 270′ realizedusing magnetic information reading techniques well known in the art. Inthe illustrative embodiment, the digital data representative of theseunique card identifying codes is encoded within data signals provided tothe Data Capture and Processing Subsystem 406, and subsequent recordedwithin the Metal-Fuel Database Management Subsystem 404 duringrecharging operations.

According to a third method of data recording shown in FIG. 7B9, digital“card identifying” code recorded as a sequence of light transmissionapertures 240″ in an optically opaque data track 241″, can be read byoptical sensing head 270″ realized using optical sensing techniques wellknown in the art. In the illustrative embodiment, the digital datarepresentative of these unique zone identifying codes is encoded withindata signals provided to the Data Capture and Processing Subsystem 406,and subsequently recorded within the Metal-Fuel Database ManagementSubsystem 404 during recharging operations.

According to a fourth alternative method of data recording, both uniquedigital “card identifying” code and set of recharge parameters for eachtrack on the identified metal-fuel card are recorded in a magnetic,optical, or apertured data track, realized as a strip attached to thesurface of the metal-fuel card of the present invention. The block ofinformation pertaining to a particular metal-fuel card can be recordedin the data track physically adjacent the related metal-fuel zonefacilating easily access of such recorded information during theRecharging Mode of operation. Typically, the block of information willinclude the metal-fuel card identification number and a set of rechargeparameters, as schematically indicated in FIG. 7B13, which areautomatically detected by the Data Capture and Processing Subsystem 406as the metal-fuel card is loaded within the recharging head assembly197′.

The first and second data recording methods described above have severaladvantages over the third method described above. In particular, whenusing the first and second methods, the data track provided along themetal-fuel card can have a very low information capacity. This isbecause very little information needs to be recorded to tag eachmetal-fuel card with a unique identifier (i.e. address number or cardidentification number), to which sensed recharge parameters are recordedin the Metal-Fuel Database Management Subsystem 404. Also, formation ofa data track in accordance with the first and second methods should bevery inexpensive, as well as providing apparatus for reading cardidentifying information recorded along such data tracks.

Input/Output Control Subsystem within the Metal-Fuel Card RechargingSubsystem

In some applications, it may be desirable or necessary to combine two ormore FCB systems or their Metal-Fuel Card Recharging Subsystems 191 inorder to form a resultant system with functionaries not provided by thesuch subsystems operating alone. Contemplating such applications, theMetal-Fuel Card Recharging Subsystem 191 hereof includes an Input/OutputControl Subsystem 224′ which allows an external system (e.g.microcomputer or microcontroller) to override and control aspects of theMetal-Fuel Card Recharging Subsystem as if its system controller 203′were carrying out such control functions. In the illustrativeembodiment, the Input/Output Control Subsystem 224′ is realized as astandard IEEE I/O bus architecture which provides an external or remotecomputer system with a way and means of directly interfacing with thesystem controller 203′ of the Metal-Fuel Card Recharging Subsystem 191and managing various aspects of system and subsystem operation in astraightforward manner.

Recharging Power Regulation Subsystem within the Metal-Fuel CardRecharging Subsystem

As shown in FIGS. 7B31, 7B32 and 5B4, the output port of the rechargingpower regulation subsystem 244 is operably connected to the input portof the cathode-anode input terminal configuration subsystem 244, whereasthe input port of the recharging power regulation subsystem 245 isoperably connected to the output port of the input power supply 243.While the primary function of the recharging power regulation subsystem245 is to regulate the electrical power supplied to metal-fuel cardduring the Recharging Mode of operation, the recharging power regulationsubsystem 245 can also regulate the voltage applied across thecathode-anode structures of the metal-fuel tracks, as well as theelectrical currents flowing through the cathode-electrolyte interfacesthereof during recharging operations. Such control functions are managedby the system controller 203′ and can be programmably selected in avariety of ways in order to achieve optimal recharging of multi-trackedand single-track metal-fuel card according to the present invention.

The input power regulating subsystem 245 can be realized usingsolid-state power, voltage and current control circuitry well known inthe power, voltage and current control arts. Such circuitry can includeelectrically-programmable power switching circuits usingtransistor-controlled technology, in which one or morecurrent-controlled sources are connectable in electrical series with thecathode and anode structures in order to control the electrical currentstherethrough in response to control signals produced by the systemcontroller carrying out a particular Recharging Power Control Method.Such electrically-programmable power switching circuits can also includetransistor-controlled technology, in which one or morevoltage-controlled sources are connectable in electrical parallel withthe cathode and anode structures in order to control the voltagethereacross in response to control signals produced by the systemcontroller. Such circuitry can be combined and controlled by the systemcontroller 203′ in order to provide constant power (and/or voltageand/or current) control across the cathode-anode structures of themetal-fuel card 187.

In the illustrative embodiments of the present invention, the primaryfunction of the recharging power regulation subsystem 245 is to carryout real-time power regulation to the cathode/anode structures ofmetal-fuel card 187 using any one of the following methods, namely: (1)a Constant Input Voltage/Variable Input Current Method, wherein theinput voltage applied across each cathode-adone structure is maintainedconstant while the current therethrough is permitted to vary duringrecharging operations; (2) a Constant Input Current/Variable InputVoltage Method, wherein the current into each structure is maintainedconstant while the output voltage thereacross is permitted to varyduring recharging operations; (3) a Constant Input Voltage/ConstantInput Current Method, wherein the voltage applied across and currentinto each cathode-anode structure during recharging are both maintainedconstant during recharging operations; (4) a Constant Input PowerMethod, wherein the input power applied across each cathode-anodestructure during recharging is maintained constant during rechargingoperations; (5) a Pulsed Input Power Method, wherein the input powerapplied across each cathode-anode structure during recharging pulsedwith the duty cycle of each power pulse being maintained in accordancewith preset or dynamic conditions; (6) a Constant Input Voltage/PulsedInput Current Method, wherein the input current into each cathode-anodestructure during recharging is maintained constant while the currentinto the cathode-anode structure is pulsed with a particular duty cycle;and (7) a Pulsed Input Voltage/Constant Input Current Method, whereinthe input power supplied to each cathode-anode structure duringrecharging is pulsed while the current thereinto is maintained constant.

In the preferred embodiment of the present invention, each of the seven(7) Recharging Power Regulation Methods are preprogrammed into ROMassociated with the system controller 203′. Such power regulationmethods can be selected in a variety of different ways, including, forexample, by manually activating a switch or button on the systemhousing, or by automatic detection of a physical, electrical, magnetican/or optical condition established or detected at the interface betweenthe metal-fuel card device and the Metal-Fuel Card Recharging Subsystem191.

System Controller within the Metal-Fuel Card Recharging Subsystem

As illustrated in the detailed description set forth above, the systemcontroller 203′ performs numerous operations in order to carry out thediverse functions of the FCB system within its Recharging Mode. In thepreferred embodiment of the FCB system of FIG. 6, the subsystem used torealize the system controller 203′ in the Metal-Fuel Card RechargingSubsystem 191 is the same subsystem used to realize the systemcontroller 203 in the Metal-Fuel Card Discharging Subsystem 186. It isunderstood, however, the system controllers employed in the Dischargingand Recharging Subsystems 186 and 191 can be realized as separatesubsystems, each employing one or more programmed microcontrollers inorder to carry out the diverse set of functions performed by the FCBsystem hereof. In either case, the input/output control subsystem of oneof these subsystems can be designed to be the primary input/outputcontrol subsystem, with which one or more external subsystems (e.g. amanagement subsystem) can be interfaced to enable external or remotemanagement of the functions carried out within FCB system hereof.

Recharging Metal-Fuel Cards using the Metal-Fuel Card RechargingSubsystem

FIG. 7B sets forth a high-level flow chart describing the basic steps ofrecharging metal-fuel cards using the Metal-Fuel Card RechargingSubsystem 191 shown in FIGS. 7B31 through 7B4.

As indicated at Block A in FIG. 7B5, the Discharge Card LoadingSubsystem 192 transports four discharged metal-fuel cards 187 from thebottom of the discharged metal-fuel card storage bin 188B into the cardrecharging bay of the Metal-Fuel Card Recharging Subsystem 191, asillustrated in FIG. 7B1.

As indicated at Block B, the Recharge Head Transport Subsystem 204′arranges the recharging heads 197′ about the metal-fuel cards loadedinto the recharging bay of the Metal-Fuel Card Recharging Subsystem 191so that the ionically-conducting medium is disposed between each cathodestructure and loaded metal-fuel card.

As indicated at Block C, the Recharge Head Transport Subsystem 204′ thenconfigures each recharging head 197′ so that its cathode structure is inionic contact with a loaded metal-fuel card and its anode contactingstructure is in electrical contact therewith.

As indicated at Block D in FIG. 7B5, the cathode-anode input terminalconfiguration subsystem 244 automatically configures the input terminalsof each recharging head 197′ arranged about a loaded metal-fuel card,and then the system controller 203′ controls the Metal-Fuel CardRecharging Subsystem 191 so that electrical power is supplied to themetal fuel zones of the metal-fuel cards at the voltage and currentlevel required for optimal recharging.

As indicated at Block E in FIG. 7B5, when one or more of the metal-fuelcards are recharged, then the Recharge Card Unloading Subsystem 193transports the recharged metal-fuel card(s) to the top of the rechargedmetal-fuel cards in the recharged metal-fuel card storage bin 188B, asshown in FIG. 7B2. Thereafter, as indicated at Block F, the operationsrecited at Blocks A through E are repeated in order to load additionaldischarged metal-fuel cards into the recharge bay for recharging.

Managing Metal-Fuel Availability and Metal-Oxide Presence within theFifth Illustrative Embodiment of the Metal-Air FCB System of the PresentInvention During the Discharging Mode

In the FCB system of the fifth illustrative embodiment shown in FIG. 6,means are provided for automatically managing the metal-fuelavailability within the Metal-Fuel Card Discharging Subsystem 186 duringdischarging operations. Such system capabilities will be described ingreater detail hereinbelow.

As shown in FIG. 7B14, data signals representative of dischargeparameters (e.g., i_(acd), v_(acd), . . . , pO_(2d), H₂O_(d), T_(acd),v_(acr)/i_(acr)) are automatically provided as input to the Data Captureand Processing Subsystem 400 within the Metal-Fuel Card DischargingSubsystem 186. After sampling and capturing, these data signals areprocessed and converted into corresponding data elements and thenwritten into an information structure 409 as shown, for example, in FIG.7A13. Each information structure 409 comprises a set of data elementswhich are “time-stamped” and related (i.e. linked) to a uniquemetal-fuel card identifier 240 (240′, 240″), associated with aparticular metal-fuel card. The unique metal-fuel card identifier isdetermined by data reading head 260 (260′, 260″) shown in FIG. 7A6. Eachtime-stamped information structure is then recorded within theMetal-Fuel Database Management Subsystem 308 within the Metal-Fuel CardDischarging Subsystem 186, for maintenance, subsequent processing and/oraccess during future recharging and/or discharging operations.

As mentioned hereinabove, various types of information are sampled andcollected by the Data Capture and Processing Subsystem 400 during thedischarging mode. Such information types include, for example: (1) theamount of electrical current (i_(acd)) discharged across particularcathode-anode structures within particular discharge heads; (2) thevoltage generated across each such cathode-anode structure; (3) theoxygen concentration (pO_(2d)) level in each subchamber within eachdischarging head; (4) the moisture level (H₂O_(d)) near eachcathode-electrolyte interface within each discharging head; and (5) thetemperature (T_(acd)) within each channel of each discharging head. Fromsuch collected information, the Data Capture and Processing Subsystem400 can readily compute (i) the time (ΔT_(d)) duration that electricalcurrent was discharged across a particular cathode-anode structurewithin a particular discharge head.

The information structures produced by the Data Capture and ProcessingSubsystem 400 are stored within the Metal-Fuel Database ManagementSubsystem 308 within the Metal-Fuel Card Discharging Subsystem 186 on areal-time basis and can be used in a variety of ways during dischargingoperations.

For example, the above-described current (i_(acd)) and time (ΔT_(d))information is conventionally measured in Amperes and Hours,respectively. The product of these measures, denoted by “AH”, providesan approximate measure of the electrical charge (−Q) that has been“discharged” from the metal-air fuel cell battery structures along themetal-fuel tape. Thus the computed “AH” product provides an accurateamount of metal-oxide that one can expect to have been formed on aparticular track of an identified (i.e. labelled) metal-fuel card at aparticular instant in time, during discharging operations.

When used with historical information about metal oxidation andreduction processes, the Metal-Fuel Database Management Subsystems 308and 404 within the Metal-Fuel Card Discharging and Recharging Subsystems186 and 191, respectively, can account for or determine how muchmetal-fuel (e.g. zinc) should be available for discharging (i.e.producing electrical power) from a particular zinc-fuel card, or howmuch metal-oxide is present for reducing therealong. Thus suchinformation can be very useful in carrying out metal-fuel managementfunctions including, for example, determination of metal-fuel amountsavailable along a particular metal-fuel zone.

In the illustrative embodiment, metal-fuel availability is managedwithin the Metal-Fuel Card Discharging Subsystem 186, using the methodof metal-fuel availability management described hereinbelow.

Preferred Method of Metal-Fuel Availability Management DuringDischarging Operations

In accordance with the principles of the present invention, the datareading head 260 (260′, 260′) shown in FIG. 7A12 automaticallyidentifies each metal-fuel c ard as it is loaded within the dischargingassembly 197 and produces card identification data indicative thereofwhich is supplied to the Data Capture and Processing Subsystem 400within the Metal-Fuel Card Discharging Subsystem 186. Upon receivingcard identification data on the loaded metal-fuel card, the Data Captureand Processing Subsystem 400 automatically creates an informationstructure (i.e. data file) on the card within the Metal-Fuel DatabaseManagement Subsystem 308. The function of the information structure,shown in FIG. 7A13, is to record current (up-to-date) information onsensed discharge parameters, the metal-fuel availability state,metal-oxide presence state, and the like. In the event that aninformation storage structure has been previously created for thisparticular metal-fuel card within the Metal-Fuel Database ManagementSubsystem 308, this information file is then accessed for updating. Asshown in FIG. 7A13, for each identified metal-fuel card, an informationstructure 409 is maintained for each metal-fuel zone (MFZ_(j)), at eachi-th sampled instant of time t_(i).

Once an information structure has been created (or found) for aparticular metal-fuel card 187, the initial state or condition of eachmetal-fuel zone thereon 195A through 195D must be determined and enteredwithin the information structure maintained within the Metal-FuelDatabase Management Subsystem 308 of the Metal-Fuel Card DischargingSubsystem 186.

Typically, the metal-fuel card loaded within the discharging headassembly 197 will be partially or fully charged, and thus containing aparticular amount of metal-fuel along its support surface. For accuratemetal-fuel management, these initial metal-fuel amounts (MFAs) in theloaded card must be determined and then information representativethereof stored with the Metal-Fuel Database Management Subsystem 308 and404 of the Discharging and Recharging Subsystems 186 and 191,respectively. In general, initial states of information can be acquiredin a number of different ways, including for example: by encoding suchinitialization information on the metal-fuel card prior to completing adischarging operation on a different FCB system; by prerecording suchinitialization information within the Metal-Fuel Database ManagementSubsystem 308 during the most recent discharging operation carried outin the same FCB system; by recording within the Metal-Fuel DatabaseManagement Subsystem 308 (at the factory), the amount of metal-fuelpresent on each track of a particular type metal-fuel card, andautomatically initializing such information within a particularinformation structure upon reading a code on the metal-fuel card usingdata reading head 260 (260′, 260″); by actually measuring the initialamount of metal-fuel on each metal-fuel track using the metal-oxidesensing assembly described above in conjunction with the cathode-anodeoutput terminal configuration subsystem 205; or by any other suitabletechnique.

The actual measurement technique mentioned above can be carried out byconfiguring metal-oxide sensing (v_(applied/i) _(response)) drivecircuitry (shown in FIG. 2A15) with the cathode-anode output terminalconfiguration subsystem 205 and Data Capture and Processing Subsystem400 within the Metal-Fuel Card Discharging Subsystem 186. Using thisarrangement, the metal-oxide sensing heads can automatically acquireinformation on the “initial” state of each metal-fuel track on eachidentified metal-fuel card loaded within the discharging head assembly197. Such information would include the initial amount of metal-oxideand metal-fuel present on each zone (195A through 195D) at the time ofloading, denoted by “t₀”.

In a manner similar to that described in connection with the FCB systemsof FIGS. 1 and 4, such metal-fuel/metal-oxide measurements are carriedout on each metal-fuel zone (MFZ) of the loaded card 187 byautomatically applying a test voltage across a particular metal fuelzone 195A through 195D, and detecting the electrical which flowsthereacro;s in response the applied electrical test voltage. The datasignals representative of the applied test voltage (v_(applied)) andresponse current (i_(response)) at a particular sampling period areautomatically detected by the Data Capture and Processing Subsystem 400and processed to produce a data element representative of the ratio ofthe applied voltage to response current (i.e.,V_(applied)/(i_(response)) with appropriate numerical scaling. This dataelement is automatically recorded within an information structure linkedto the identified metal-fuel card maintained in the Metal-Fuel DataManagement Subsystem 308. As this data element (v/i) provides a directmeasure of electrical resistance across the metal-fuel zone undermeasurement, it can be accurately correlated to a measured amount ofmetal-oxide present on the identified metal-fuel zone.

Data Capture and Processing Subsystem 400 then quantifies the measuredinitial metal-oxide amount (available at initial time instant t₀), anddesignates it as MOA₀ for recording within the information structure(shown in FIG. 7A13). Then using a priori information about the maximummetal-fuel available on each track when fully (re)charged, the DataCapture and Processing Subsystem 400 computes an accurate measure ofmetal-fuel available on each track at time “t₀”, for each fuel track,designates each measures as MFA₀ and records these initial metal-fuelmeasures {MFA₀} for the identified fuel card within the Metal-FuelDatabase Management Subsystems of both the Metal-Fuel Card Dischargingand Recharging Subsystems 186 and 191, respectively. While thisinitialization procedure is simple to carry out, it is understood thatin some applications it may be more desirable to empirically determinethese initial metal-fuel measures using theoretically-based computationspremised on the metal-fuel cards having been subjected to a known courseof treatment (e.g. the Short Circuit Resistance Test describedhereinabove).

After the initialization procedure is completed, the Metal-Fuel CardDischarging Subsystem 186 is ready to carry out its metal-fuelmanagement functions along the lines to be described hereinbelow. In theillustrative embodiment, this method involves two basic steps that arecarried out in a cyclical manner during discharging operations.

The first step of the procedure involves subtracting from the initialmetal-fuel amount MFA₀, the computed metal-oxide estimate MOE₀₋₁ whichcorresponds to the amount of metal-oxide produced during dischargingoperations conducted between time interval t₀-t₁. The during thedischarging operation, metal-oxide estimate MOE₀₋₁ is computed using thefollowing discharge parameters collected—electrical discharge currenti_(acd), and time duration ΔT_(d).

The second step of the procedure involves adding to the computed measure(MFA₀−MOE₀₋₁), the metal-fuel estimate MFE₀₋₁ which corresponds to theamount of metal-fuel produced during any recharging operations that mayhave been conducted between time interval t₀-t₁. Notably, the metal-fuelestimate MFE₀₋₁ is computed using: the electrical recharge currenti_(acr); and time duration ΔT, during the rescharging operation.Notably, metal-fuel measure MFE₀₋₁ will have been previously computedand recorded within the Metal-Fuel Database Management Subsystem withinthe Metal-Fuel Card Recharging Subsystem 404 during the immediatelyprevious recharging operation (if one such operation was carried out).Thus, it will be necessary to read this prerecorded information elementfrom the database 404 within the Recharging Subsystem 191 during currentdischarging operations.

The computed result of the above-described accounting procedure (i.e.MFA₀−MOE₀₋₁+MFE₀₋₁) is then posted within the Metal-Fuel DatabaseManagement Subsystem 308 within Metal-Fuel Card Discharging Subsystem186 as the new current metal-fuel amount (MFA₁) which will be used inthe next metal-fuel availability update procedure. During dischargingoperations, the above-described update procedure is carried out forevery t_(i)−t_(i+1) seconds for each metal-fuel track that is beingdischarged.

Such information maintained on each metal-fuel track can be used in avariety of ways, for example: manage the availability of metal-fuel tomeet the electrical power demands of the electrical load connected tothe FCB system; as well as setting the discharge parameters in anoptimal manner during discharging operations. The details pertaining tothis metal-fuel management techniques will be described in greaterdetail hereinbelow.

Uses for Metal-Fuel Availability Management During the Discharging Modeof Operation

During discharging operations, the computed estimates of metal-fuelpresent over any particular metal-fuel zone 195A through 195D at time t₂(i.e. MFZ_(t1-t2)), determined at the j-th discharging head, can be usedto compute the availability of metal-fuel at the (j+1)th, (j+2)th, or(j+n)th discharging head downstream from the j-th discharging head.Using such computed measures, the system controller 203 within theMetal-Fuel Card Discharging Subsystem 186 can determine (i.e.anticipate) in real-time, which metal-fuel zone on a metal-fuel cardcontains metal-fuel (e.g. zinc) in quantities sufficient to satisfyinstantaneous electrical-loading conditions imposed upon the Metal-FuelCard Discharging Subsystem 186 during the discharging operations, andselectively switch-in the metal-fuel zones(s) across which metal-fuel isknown to be present. Such track switching operations may involve thesystem controller 203 temporarily connecting the output terminals of thecathode-anode structures thereof to the input terminals of thecathode-anode output terminal configuration subsystem 205 so that zonessupporting metal-fuel content (e.g. deposits) are made readily availablefor producing electrical power required by the electrical load 200.

Another advantage derived from such metal-fuel management capabilitiesis that the system controller 203 within the Metal-Fuel Card DischargingSubsystem 186 can control discharge parameters during dischargingoperations using information collected and recorded within theMetal-Fuel Database Management Subsystem 308 during the immediatelyprior recharging and discharging operations.

Means for Controlling Discharge Parameters During the Discharging ModeUsing Information Recorded During the Prior Modes of Operation

In the FCB system of the fourth illustrative embodiment, the systemcontroller 203 within the Metal-Fuel Card Discharging Subsystem 186 canautomatically control discharge parameters using information collectedduring prior recharging and discharging operations and recorded withinthe Metal-Fuel Database Management Subsystems of the FCB system of FIG.6.

As shown in FIG. 7B14, the subsystem architecture and buses providedwithin and between the Discharging and Recharging Subsystems 186 and 191respectively system controller 203 within the Metal-Fuel CardDischarging Subsystem 186 to access and use information recorded withinthe Metal-Fuel Database Management Subsystem 404 within the Metal-FuelCard Recharging Subsystem 191. Similarly, the subsystem architecture andbuses provided within and between the Discharging and RechargingSubsystems 186 and 191 respectively system controller 103′ within theMetal-Fuel Card Recharging Subsystem 191 to access and use informationrecorded within the Metal-Fuel Database Management Subsystem 308 withinthe Metal-Fuel Card Discharging Subsystem 186. The advantages of suchinformation and sub-file sharing capabilities will be explainedhereinbelow.

During the discharging operations, the system controller 203 can accessvarious types of information stored within the Metal-Fuel DatabaseManagement Subsystems with the Discharging and Recharging Subsysterns186 and 191. One important information element will relate to the amountof metal-fuel currently available at each metal-fuel zone 195A through195D along at a particular instant of time (i.e. MFE_(t)). Using thisinformation, the system controller 203 can determine if there will besufficient metal-fuel along a particular track to satisfy currentelectrical power demands. The metal-fuel along one or more or all of thefuel zones 195A through 195D along a metal-fuel card 187 may besubstantially consumed as a result of prior discharging operations, andnot having been recharged since the last discharging operation. Thesystem controller 203 can anticipate such metal-fuel conditions withinthe discharging heads. Depending on the metal-fuel condition of“upstream” fuel cards, the system controller 203 may respond as follows:(i) connect the cathode-anode structures of metal-fuel “rich” tracksinto the discharge power regulation subsystem 223 when high electricalloading conditions are detected at electrical load 200, and connectcathode-anode structures of metal-fuel “depleted” zones into thissubsystem when low loading conditions are detected at electrical load200; (ii) increase the amount of oxygen being injected within thecorresponding cathode support structures when the metal-fuel is thinlypresent on identified metal-fuel zones, and decrease the amount ofoxygen being injected within the corresponding cathode supportstructures when the metal-fuel is thickly present on identifiedmetal-fuel zones, in order to maintain power produced from thedischarging heads 197; (iii) control the temperature of the dischargingheads 197 when the sensed temperature thereof exceeds predeterminedthresholds; etc. It is understood that in alternative embodiments of thepresent invention, the system controller 203 may operate in differentways in response to the detected condition of particular zone onidentified fuel card.

During the Recharging Mode

In the FCB system of the fifth illustrative embodiment shown in FIG. 6,means are provided for automatically managing the metal-oxide presencewithin the Metal-Fuel Card Recharging Subsystem 191 during rechargingoperations. Such system capabilities will be described in greater detailhereinbelow.

As shown in FIG. 7B14, data signals representative of rechargeparameters (e.g., i_(acr), v_(acr), . . . , pO_(2r), H₂O_(r), T_(r),v_(acr)/i_(acr)) are automatically provided as input to the Data Captureand Processing Subsystem 406 within the Metal-Fuel Card RechargingSubsystem 191. After sampling and capturing, these data signals areprocessed and converted into corresponding data elements and thenwritten into an information structure 410 as shown, for example, in FIG.7B13. As in the case of discharge parameter collection, each informationstructure 410 for recharge parameters comprises a set of data elementswhich are “time-stamped” and related (i.e. linked) to a uniquemetal-fuel card identifier 240 (240′, 240″), associated with themetal-fuel card being recharged. The unique metal-fuel card identifieris determined by data reading head 270 (270′, 270″ respectively) shownin FIG. 7B6. Each time-stamped information structure is then recordedwithin the Metal-Fuel Database Management Subsystem 404 of theMetal-Fuel Card Recharging Subsystem 191, shown in FIG. 7B14, formaintenance, subsequent processing and/or access during futurerecharging and/or discharging operations.

As mentioned hereinabove, various types of information are sampled andcollected by the Data Capture and Processing Subsystem 406 during therecharging mode. Such information types include, for example: (1) therecharging voltage applied across each such cathode-anode structurewithin each recharging head 197′; (2) the amount of electrical current(i_(acr)) supplied across each cathode-anode structures within eachrecharge head 197′; (3) the oxygen concentration (pO_(2r)) level in eachsubchamber within each recharging head; (4) the moisture level (H₂O_(r))near each cathode-electrolyte interface within each recharging head; and(5) the temperature (T_(acr)) within each channel of each recharginghead 197′. From such collected information, the Data Capture andProcessing Subsystem 406 can readily compute various parameters of thesystem including, for example, the time duration (Δt_(r)) thatelectrical current was supplied to a particular cathode-anode structurewithin a particular recharging head.

The information structures produced and stored within the Metal-FuelDatabase Management Subsystem 404 of the Metal-Fuel Card RechargingSubsystem 191 on a real-time basis can be used in a variety of waysduring recharging operations. For example, the above-described current(i_(acr)) and time duration (ΔT_(r)) information acquired during therecharging mode is conventionally measured in Amperes and Hours,respectively. The product of these measures (AH) provides an accuratemeasure of the electrical charge (−Q) supplied to the metal-air fuelcell battery structures along the metal-fuel tape during rechargingoperations. Thus the computed “AH” product provides an accurate amountof metal-fuel that one can expect to have been produced on theidentified metal-fuel zone, at a particular instant in time, duringrecharging operations.

When used with historical information about metal oxidation andreduction processes, the Metal-Fuel Database Management Subsystems 308and 404 within the Metal-Fuel Card Discharging and Recharging Subsystems186 and 191, respectively, can be used to account for or determine howmuch metal-oxide (e.g. zinc-oxide) should be present for recharging(i.e. conversion back into zinc from zinc-oxide) along the zinc-fuelcard. Thus such information can be very useful in carrying outmetal-fuel management functions including, for example, determination ofmetal-oxide amounts present along each metal-fuel zone 195A through 195Dduring recharging operations.

In the illustrative embodiment, the metal-oxide presence process may bemanaged within the Metal-Fuel Card Recharging Subsystem 191 using methoddescribed hereinbelow.

Preferred Method of Metal-Oxide Presence Management During RechargingOperations

In accordance with the principles of the present invention, the datareading head 270 (270′, 270′) shown in FIG. 7B12 automaticallyidentifies each metal-fuel card as it is loaded within the rechargingassembly 197′ and produces card identification data indicative thereofwhich is supplied to the Data Capture and Processing Subsystem withinthe Metal-Fuel Card Discharging Subsystem 191. Upon receiving cardidentification data on the loaded metal-fuel card, the Data Capture andProcessing Subsystem automatically creates an information structure(i.e. data file) on the card within the Metal-Fuel Database ManagementSubsystem. The function of this information structure, shown in FIG.7B13, is to record current (up-to-date) information on sensed rechargeparameters, the metal-fuel availability state, metal-oxide presencestate, and the like. In the event that an information storage structure(i.e. data file) has been previously created for this particularmetal-fuel card within the Metal-Fuel Database Management Subsystem 404,this information file is accessed therefrom for updating. As shown inFIG. 7B13, for each identified metal-fuel card, an information structure410 is maintained for each metal-fuel zone (MFZ_(j)) 195A′ through 195D′, at each sampled instant of time t_(i). Once an information structurehas been created (or found) for a particular metal-fuel card, theinitial state or condition of each metal-fuel zone thereon must bedetermined and entered within the information structure maintainedwithin the Metal-Fuel Database Management Subsystems 308 and 404 of theDischarging and Recharging Subsystems 186 and 191, respectively.

Typically, the metal-fuel card loaded within the recharging headassembly 197 will be partially or fully discharged, and thus containinga particular amount of metal-oxide along its fuel zones for conversionback into its primary metal. For accurate metal-fuel management, theseinitial metal-oxide amounts (MOAs) in the loaded card(s) must bedetermined and then information representative thereof stored with theMetal-Fuel Database Management Subsystem of the Discharging andRecharging Subsystems 186 and 191, respectively. In general, initialstates of information can be acquired in a number of different ways,including for example: by encoding such initialization information onthe metal-fuel card prior to completing a discharging operation on adifferent FCB system; by prerecording such initialization informationwithin the Metal-Fuel Database Management Subsystem 404 during the mostrecent recharging operation carried out in the same FCB system; byrecording within the Metal-Fuel Database Management Subsystem 404 (atthe factory), the amount of metal-oxide normally expected on each zoneof a particular type metal-fuel card, and automatically initializingsuch information within a particular information structure upon readinga code on the metal-fuel card using data reading head 270 (270′, 270″)as shown in FIG. 7B12; by actually measuring the initial amount ofmetal-oxide on each metal-fuel zone using the metal-oxide sensingassembly described above in conjunction with the cathode-anode inputterminal configuration subsystem 244; or by any other suitabletechnique.

The “actual” measurement technique mentioned above can be carried out byconfiguring metal-oxide sensing drive circuitry (shown in FIG. 2A15)with the cathode-electrolyte input terminal configuration subsystem 244and Data Capture and Processing Subsystem 406 within the RechargingSubsystem 191. Using this arrangement, the metal-oxide sensing heads canautomatically acquire information on the “initial” state of eachmetal-fuel track on each identified metal-fuel card loaded within therecharging head assembly 197′. Such information would include theinitial amount of metal-oxide and metal-fuel present on each track atthe time of loading, denoted by “t₀”.

In a manner similar to that described in connection with the FCB systemof FIGS. 1 and 4, such metal-fuel/metal-oxide measurements are carriedout on each metal-fuel zone of the loaded card by automatically applyinga test voltage across a particular zone of metal fuel, and detecting theelectrical which flows thereacross in response the applied test voltage.The data signals representative of the applied voltage (v_(applied)) andresponse current (i_(response)) at a particular sampling period areautomatically detected by the Data Capture and Processing Subsystem 406and processed to produce a data element representative of the ratio ofthe applied voltage to response current (v_(applied)/(i_(response)) withappropriate numerical scaling. This data element is automaticallyrecorded within an information structure linked to the identifiedmetal-fuel card maintained in the Metal-Fuel Data Management Subsystem404. As this data element (v/i) provides a direct measure of electricalresistance across the metal-fuel zone under measurement, it can beaccurately correlated to a measured “initial” amount of metal-oxidepresent on the identified metal-fuel zone.

Data Capture and Processing Subsystem 406 then quantifies the measuredinitial metal-oxide amount (available at initial time instant t₀), anddesignates it as MOA₀ for recording in the information structuresmaintained within the Metal-Fuel Database Management Subsystems 308 and404 of both the Metal-Fuel Card Discharging and Recharging Subsystems186 and 191, respectively. While this initialization procedure is simpleto carry out, it is understood that in some applications it may be moredesirable to empirically determine these initial metal-oxide measuresusing theoretically-based computations premised on the metal-fuel cardshaving been subjected to a known course of treatment (e.g. TheShort-Circuit Resistance Test described hereinabove).

After completing the initialization procedure, the Metal-Fuel CardRecharging Subsystem 191 is ready to carry out its metal-fuel managementfunctions along the lines to be described hereinbelow. In theillustrative embodiment, this method involves two basic steps that arecarried out in a cyclical manner during discharging operations.

The first step of the procedure involves subtracting from the initialmetal-oxide amount MOA₀, the computed metal-fuel estimate MFE₀₋₁ whichcorresponds to the amount of metal-fuel produced during rechargingoperations conducted between time interval t₀-t₁. The during therecharging operation, metal-fuel estimate MFE₀₋₁ is computed using thefollowing recharge parameters: electrical recharge current i_(acr); andtime duration ΔT_(r).

The second step of the procedure involves adding to the computed measure(MOA₀−MFE₀₋₁), the metal-oxide estimate MOE₀₋₁ which corresponds to theamount of metal-oxide produced during any discharging operations thatmay have been conducted between time interval t₀-t₁. Notably, themetal-oxide estimate MOE₀₋₁ is computed using the following dischargeparameters collected—electrical recharge current i_(acd) and timeduration ΔT₀₋₁, during the discharging operation. Notably, metal-oxidemeasure MOE₀₋₁ will have been previously computed and recorded withinthe Metal-Fuel Database Management Subsystem 308 within the Metal-FuelCard Discharging Subsystem 186 during the immediately previousdischarging operation has been (if one such operation carried out sincet₀). Thus, it will be necessary to read this prerecorded informationelement from Database Management Subsystem 308 within the DischargingSubsystem 186 during the current recharging operations.

The computed result of the above-described accounting procedure (i.e.MOA₀−MFE₀₋₁+MOE₀₋₁) is then posted within the Metal-Fuel DatabaseManagement Subsystem 404 within Metal-Fuel Card Recharging Subsystem 191as the new current metal-oxide amount (MOA₁) which will be used in thenext metal-oxide presence update procedure. During rechargingoperations, the above-described update procedure is carried out forevery t_(i)−t_(i+1) seconds for each metal-fuel zone that is beingrecharged.

Such information maintained on each metal-fuel zone can be used in avariety of ways, for example: manage the presence of metal-oxideformations along the zones of metal-fuel cards; as well as setting therecharge parameters in an optimal manner during recharging operations.The details pertaining to such metal-oxide presence managementtechniques will be described in greater detail hereinbelow.

Uses for Metal-Oxide Presence Management During the Recharging Mode ofOperation

During recharging operations, the computed amounts of metal-oxidepresent along any particular metal-fuel zone (i.e. MFZ), determined atthe i-th recharging head 197′, can be used to compute the presence ofmetal-oxide at the (i+1)th, (i+2)th, or (i+n)th recharging headdownstream from the i-th recharging head 197′. Using such computedmeasures, the system controller 203′ within the Metal-Fuel CardRecharging Subsystem 191 can determine (i.e. anticipate) in real-time,which metal-fuel tracks along a metal-fuel card contain metal-oxide(e.g. zinc-oxide) requiring recharging, and which contain metal-fuel notrequiring recharging. For those metal-fuel zones requiring recharging,the system controller 203′ can electronically switch-in thecathode-electrolyte structures of those metal-fuel zones havingsignificant metal-oxide content (e.g. deposits) for conversion intometal-fuel within the recharging head assembly 197′.

Another advantage derived from such metal-oxide management capabilitiesis that the system controller 203′ within the Metal-Fuel Card RechargingSubsystem 191 can control recharge parameters during rechargingoperations using information collected and recorded within theMetal-Fuel Database Management Subsystem 404 during the immediatelyprior recharging and discharging operations.

During Recharging operations, information collected can be used tocompute an accurate measure of the amount of metal-oxide that existsalong each metal-fuel zone 195A′ through 195D′ at any instant in time.Such information, stored within information storage structuresmaintained within the Metal-Fuel Database Subsystem 404, can be accessedand used by the system controller 203′ within the Metal-Fuel CardDischarging Subsystem 186 to control the amount of electrical currentsupplied across the cathode-anode structures of each recharging head197′. Ideally, the magnitude of electrical current will be selected toensure complete conversion of the estimated amount of metal-oxide (e.g.zinc-oxide) along each such zone, into its primary source metal (e.g.zinc).

Means For Controlling Recharge Parameters During the Recharging ModeUsing Information Recorded During Prior Modes of Operation

In the FCB system of the fifth illustrative embodiment, the systemcontroller 203′ within the Metal-Fuel Card Recharging Subsystem 191 canautomatically control recharge parameters using information collectedduring prior discharging and recharging operations and recorded withinthe Metal-Fuel Database Management Subsystems 308 and 404 of the FCBsystem of FIG. 6.

During the recharging operations, the system controller 203′ within theMetal-Fuel Card Recharging Subsystem 191 can access various types ofinformation stored within the Metal-Fuel Database Management Subsystem404. One important information element stored therein will relate to theamount of metal-oxide currently present along each metal-fuel zone at aparticular instant of time (i.e. MOA_(t)). Using this information, thesystem controller 203′ can determine on which zones significantmetal-oxide deposits are present, and thus can connect the inputterminal of the corresponding cathode-anode structures (within therecharging heads) to the recharging power control subsystem 245 by wayof the cathode-anode input terminal configuration subsystem 244, toefficiently and quickly carry out recharging operations therealong. Thesystem controller 203′ can anticipate such metal-oxide conditions priorto conducting recharging operations. Depending on the metal-oxidecondition of “upstream” fuel cards loaded within the discharging headassembly, the system controller 203′ of the illustrative embodiment mayrespond as follows: (i) connect cathode-anode structures of metal-oxide“rich” zones into the recharging power regulation subsystem 245 for longrecharging durations, and connect cathode-anode structures ofmetal-oxide “depleted” zones from this subsystem for relatively shorterrecharging operations; (ii) increase the rate of oxygen evacuation fromthe cathode support structures corresponding to zones having thicklyformed metal-oxide formations therealong during recharging operations,and decrease the rate of oxygen evacuation from the cathode supportstructures corresponding to zones having thinly formed metal-oxideformations therealong during recharging operations; (iii) control thetemperature of the recharging heads 197′ when the sensed temperaturethereof exceeds predetermined thresholds; etc. It is understood that inalternative embodiments, the system controller 203′ may operate indifferent ways in response to the detected condition of particular zoneson an identified fuel card.

THE SIXTH ILLUSTRATIVE EMBODIMENT OF THE AIR-METAL FCB SYSTEM OF THEPRESENT INVENTION

In FIGS. 8 through 9A2, a sixth embodiment of the FCB system hereof isdisclosed. This system 420 is a hybrid of the system of FIG. 1, whereinthe discharging and recharging head assembly are combined into a singleassembly enabling simultaneous discharge and recharge operations. Asshown in FIG. 8, FCB system 420 comprises a tape transport subsystem 2,a cassette tape loading/unloading subsystem 2, and a hybrid-typemetal-fuel tape discharging/recharging subsystem 425. The tape transportsubsystem 4 and cassette tape loading/unloading subsystem 2 aresubstantially similar as the subsystems disclosed in connection with thefirst, second and third illustrative embodiments shown in FIGS. 1, 3Aand 3B respectively and thus will not be redescribed to avoidobfuscation of the present invention. The hybrid-type metal-fuel tapedischarging/recharging subsystem 425 employed in the system of FIG. 8 issufficiently different from the subsystems described hereinabove towarrant further description below.

As shown in FIGS. 9A11, 9A12 and 9A2, the metal-fuel tapedischarging/recharging subsystem 425 comprises a discharging headsubassembly 9′, a recharging head subassembly 11′, discharging powerregulation subsystem 40, and recharging power regulation subsystem ofthe type employed in the FCB system of FIG. 1.

As shown, the discharging and recharging head subassemblies 9′ and 11′are mounted upon a common discharge/recharge transport subsystem 424which is functionally equivalent to the discharging head transportsubsystem 24 and recharging head transport subsystem 24′ disclosed inFIGS. 2A31, 2A32, and 2A4. The discharging power regulation subsystemand recharging power regulation subsystem having functionalities similarto those described hereinabove.

In the illustrative embodiment shown in FIGS. 9A11, 9A12 and 9A2, therecharging surface area of the recharging head subassembly 11′ issubstantially greater than the discharging surface area of thedischarging head subassembly 9′, in order to ensure rapid rechargingoperations. The terminals of each cathode-anode structure of heads 9′and 11′ are connected to a cathode-anode terminal configurationsubsystem 426 which can be programmed to configure the terminals of theheads 9′ and 11′ to function as either a discharging head or recharginghead as required by any particular application at hand. Programmablecathode-anode terminal configuration Subsystem 426 is controlled bysystem controller 18 and is surrounded by many of the supportingsubsystems employed in the Discharging and Recharging Subsystems 6 and 7employed in the FCB system shown in FIG. 1.

In the event that a particular head within the metal-fuel tapedischarging/recharging subsystem 425 is configured to function as adischarging head, then pressurized air will be pumped into the cathodestructure thereof to increase the pO₂ therewithin during the DischargeMode while the output terminals thereof are connected to the inputterminals of the discharging power regulation subsystem 40, shown inFIGS. 9A1 and 9A2. In the event that a particular head within themetal-fuel tape discharging/recharging subsystem 425 is configured tofunction as a recharging head, then pressurized air will be evacuatedfrom the cathode structure thereof to lower the pO₂ therewithin duringthe Recharging Mode while the input terminals thereof are connected tothe output terminals of the recharging power regulation subsystem 92,shown in FIGS. 9A1 and 9A2. This hybrid architecture has a number ofadvantages, namely: it enables multiple discharging heads inapplications where long-term high power generation is required; itenables multiple recharging heads where ultra-fast recharging operationsare required; and it enables simultaneous discharging and rechargingoperations where moderate electrical loading requirements must besatisfied.

THE SEVENTH ILLUSTRATIVE EMBODIMENT OF THE AIR-METAL FCB SYSTEM OF THEPRESENT INVENTION

The seventh illustrative embodiment of the metal-air FCB system hereofis illustrated in FIGS. 10 through 10A. In this embodiment, the FCBsystem is provided with metal-fuel in the form of metal-fuel cards (orsheets) contained within a cassette cartridge-like device having apartitioned interior volume for storing (re)charged and dischargedmetal-fuel cards in separate storage compartments. A number ofadvantages are provided by this metal-fuel supply design, namely: theamount of physical space required for storing the (re)charged anddischarged metal-fuel cards is substantially reduced; a new supply ofpre-charged metal-fuel cards can be quickly supplied to the system bysimply sliding a prefilled tray-like cartridge into the tray receivingport of the system housing; and an old supply of discharged cards can bequickly removed from the system by withdrawing a single cartridge trayfrom the housing and inserting a new one therein.

As shown in FIGS. 10 through 10A, this FCB system 500 comprises a numberof subsystems, namely: a Metal-Fuel Card Discharging (i.e. PowerGeneration) Subsystem 186 for generating electrical power from rechargedmetal-fuel cards 187 during the Discharging Mode of operation;Metal-Fuel Card Recharging Subsystem 191 for electro-chemicallyrecharging (i.e. reducing) sections of oxidized metal-fuel cards 187during the Recharging Mode of operation; a Recharged Card LoadingSubsystem 189′ for automatically loading one or more charged (recharged)metal-fuel cards 187 from recharged card storage compartment 501A withincassette tray/cartridge 502, into the discharging bay of the DischargingSubsystem 186; Discharged Card Unloading Subsystem 190′ forautomatically unloading one or more discharged metal-fuel cards 187 fromthe discharging bay of Discharging Subsystem 186, into the dischargedmetal-fuel card storage compartment 501B, located above card storagecompartment 501A and separated by platform 503 arranged within cartridgehousing 504 to divide its interior volume into approximately equalsubvolumes; Discharged Card Loading Subsystem 192′ for automaticallyloading one or more discharged metal-fuel cards from the dischargedmetal-fuel card storage bin 501B, into the recharging bay of theMetal-Fuel Card Recharging Subsystem 191; and a Recharged Card UnloadingSubsystem 193′ for automatically unloading recharged metal-fuel cardsfrom the recharging bay of the Recharging Subsystem into the rechargedmetal-fuel card storage compartment 501A.

The metal fuel consumed by this FCB System is provided in the form ofmetal fuel cards 187 which can be similar in construction to cards 112used in the system of FIG. 4 or cards 187 used in the system of FIG. 6.In either case, the discharging and recharging heads will be designedand constructed to accommodate the physical placement of metal fuel onthe card or sheet-like structure. Preferably, each metal-fuel card usedin this; FCB system will be “multi-zoned” or “multi-tracked” in order toenable the simultaneous production of multiple supply voltages (e.g. 1.2Volts) from the “multi-zoned” or “multi-tracked” discharging heads. Asdescribed in detail hereinabove, this inventive feature enables thegeneration and delivery of a wide range of output voltages from thesystem, suitable to the requirements of the particular electrical loadconnected to the FCB system.

While the metal-fuel delivery mechanism of the above-describedillustrative embodiment is different from the other describedembodiments of the present invention, the Metal-Fuel Card DischargingSubsystem 186 and the Metal-Fuel Card Recharging Subsystem 191 can besubstantially the same or modified as required to satisfy therequirements of any particular embodiment of this FCB system design.

THE EIGHTH ILLUSTRATIVE EMBODIMENT OF THE AIR-METAL FCB SYSTEM OF THEPRESENT INVENTION

The eighth illustrative embodiment of the metal-air FCB system hereof isillustrated in FIGS. 11 through 11A. In this embodiment, the FCB systemis provided with a Metal-Fuel Card Discharging Subsystem, but not aMetal-Fuel Card recharging Subsystem, thereby providing a simplerdesign. metal-fuel in the form of metal-fuel cards (or sheets) containedwithin a cassette cartridge-like device having a partitioned interiorvolume for storing (re)charged and discharged metal-fuel cards inseparate storage compartments. The A number of advantages are providedby this metal-fuel supply design, namely: the amount of physical spacerequired for storing the (re)charged and discharged metal-fuel cards issubstantially reduced; a new supply of pre-charged metal-fuel cards canbe quickly supplied to the system by simply sliding a prefilledtray-like cartridge into the tray receiving port of the system housing;and an old supply of discharged cards can be quickly removed from thesystem by withdrawing a single cartridge tray from the housing andinserting a new one therein.

As shown therein, this FCB system 600 comprises a number of subsystems,namely: a Metal-Fuel Card Discharging (i.e. Power Generation) Subsystem186 for generating electrical power from recharged metal-fuel cards 187during the Discharging Mode of operation; Metal-Fuel Card RechargingSubsystem 191 for electro-chemically recharging (i.e. reducing) sectionsof oxidized metal-fuel cards 187 during the Recharging Mode ofoperation; a Recharged Card Loading Subsystem 189′ for automaticallyloading one or more charged (recharged) metal-fuel cards 187 fromrecharged card storage compartment 501A within cassette tray/cartridge502, into the discharging bay of the Discharging Subsystem 186;Discharged Card Unloading Subsystem 190′ for automatically unloading oneor more discharged metal-fuel cards 187 from the discharging bay ofDischarging Subsystem 186, into the discharged metal-fuel card storagecompartment 501B, located above card storage compartment 501A andseparated by platform 503 arranged within cartridge housing 504 todivide its interior volume into approximately equal subvolumes;Discharged Card Loading Subsystem 192′ for automatically loading one ormore discharged metal-fuel cards from the discharged metal-fuel cardstorage bin 501B, into the recharging bay of the Metal-Fuel CardRecharging Subsystem 191; and a Recharged Card Unloading Subsystem 193′for automatically unloading recharged metal-fuel cards from therecharging bay of the Recharging Subsystem into the recharged metal-fuelcard storage compartment 501A.

The metal fuel consumed by this FCB System is provided in the form ofmetal fuel cards 187 which can be similar in construction to cards 112used in the system of FIG. 4 or cards 187 used in the system of FIG. 6.In either case, the discharging and recharging heads will be designedand constructed to accommodate the physical placement of metal fuel onthe card or sheet-like structure. Preferably, each metal-fuel card usedin this FCB system will be “multi-zoned” or “multi-tracked” in order toenable the simultaneous production of multiple supply voltages (e.g. 1.2Volts) from the “multi-zoned” or “multi-tracked” discharging heads. Asdescribed in detail hereinabove, this inventive feature enables thegeneration and delivery of a wide range of output voltages from thesystem, suitable to the requirements of the particular electrical loadconnected to the FCB system.

While the metal-fuel delivery mechanism of the above-describedillustrative embodiment is different from the other describedembodiments of the present invention, the Metal-Fuel Card DischargingSubsystem 186 and the Metal-Fuel Card Recharging Subsystem 191 can besubstantially the same or modified as required to satisfy therequirements of any particular embodiment of this FCB system design.

Additional Embodiments of Metal-Air FCB Systems According to the PresentInvention

In the FCB systems described hereinabove, multiple discharging heads andmultiple recharging heads have been provided for the noted advantagesthat such features provide. It is understood, however, that FCB systemsof the present invention can be made with a single discharging headalone or in combination with one or more recharging heads, as well as,with a single discharging head alone or in combination with one or moredischarging heads.

In the FCB systems described hereinabove, the cathode structures of thedischarging heads and the recharging heads are shown as being planar orsubstantially planar structures which are substantially stationaryrelative to the anode-contacting electrodes or elements, while themetal-fuel (i.e. the anode) material is either: (i) stationary relativeto the cathode structures in the metal-fuel card embodiments of thepresent invention shown in FIGS. 4 and 6; or (ii) moving relative to thecathode structures in the metal-fuel tape embodiments of the presentinvention shown in FIGS. 1, 2, 3 and 8.

It is understood, however, the metal-air FCB system designs of thepresent invention are not limited to the use of planar stationarycathode structures, but can be alternatively constructed using one ormore cylindrically-shaped cathode structures adapted to rotate relativeto, and come into ionic contact with metal-fuel tape or metal-fuel cardsduring discharging and/or recharging operations, while carrying out allof the electro-chemical functions that cathode structures must enable inmetal-air FCB systems. Notably, the same techniques that are used toconstruct planar stationary cathodes structures described hereinabovecan be readily adapted to fashion cylindrically-shaped cathodestructures realized about hollow, air-pervious support tubes driven byelectric motors and bearing the same charge collecting substructure thatthe cathode structures typically are provided with, as taught in detailhereinabove.

In such alternative embodiments of the present invention, theionically-conducting medium disposed between the cylindrically-shapedrotating cathode structure(s) and transported metal-fuel tape can berealized in a number of different ways, for example, as: (1) asolid-state electrolyte-impregnated gel or other medium affixed to theouter surface of the rotating cathode; (2) a solid-stateelectrolyte-impregnated gel or other medium affixed to the surface ofthe transported metal-fuel tape arranged in ionic-contact with therotating cylindrically-shaped cathode structure; (3) a belt-likestructure comprising a flexible porous substrate embodying a solid-stateionically conducting medium, transportable relative to both the rotatingcylindrically-shaped cathode structure and the moving metal-fuel tape or(card) during discharging and/or recharging operations; or (4) aliquid-type ionically conducting medium (e.g. such as an electrolyte)disposed between the rotating cathode structure and transportedmetal-fuel tape (or card) to enable ionic charge transport between thecathode and anode structures during discharging and rechargingoperations.

One particular advantage in using a solid-state ionically-conductingbelt like structure of the type-described above is that it provides“frictionless” contact between transported metal-fuel tape and itsrotating cylindrical cathode structure, thereby minimizing wear and tearof metal-fuel tape that is expected to be discharged and recharged overa large number of cycles without replacement.

In embodiments where multiple cylindrical cathodes are mounted within anarray-like structure, and each cathode support tube being synchronouslydriven by meshing gears and metal-fuel tape being transported over thesurfaces thereof in accordance with a predefined tape pathway using atape transport similar to the subsystem shown in FIG. 1, it is possibleto generate very high electrical power output from physical structuresoccupying relatively small volumes of space, thereby providing numerousadvantages over prior art FCB systems.

The above-described FCB systems of the present invention can be used topower various types of electrical circuits, devices and systems,including, but not limited to, lawn mowers, stand-alone portablegenerators, vehicular systems, and a nominal 200 kW discharging system.

Having described in detail the various aspects of the present inventiondescribed above, it is understood that modifications to the illustrativeembodiments will readily occur to persons with ordinary skill in the arthaving had the benefit of the present disclosure. All such modificationsand variations are deemed to be within the scope and spirit of thepresent invention as defined by the accompanying Claims to Invention.

What is claimed is:
 1. A metal-air fuel cell battery system having adischarging mode of operation, comprising: a metal-fuel supply mechanismfor supplying metal-fuel material to a discharging head assembly forgenerating electrical power during said discharging mode of operation,wherein said metal-fuel material has a plurality of zones demarcatedalong said metal-fuel material and each said zone is indexed with a codeuniquely identifying said zone; a code reading mechanism for readingsaid code along each said zone of said metal-fuel material during thedischarging of said zone during said discharging mode of operation; aparameter detecting mechanism for detecting a set of dischargeparameters during the discharging of each said zone of metal-fuelmaterial during said discharging mode of operation; and a parameterprocessing device for (i) correlating each detected set of dischargeparameters with the code associated with the zone from which said set ofdischarge parameters have been detected, (ii) processing said set ofdischarge parameters detected at each said zone, and (iii) generatingcontrol data signals for controlling one or more discharge parameterswhile said zone is being discharged.
 2. The metal-air fuel cell batterysystem of claim 1, wherein said set of detected discharge parameters arerecorded in memory and read out from said memory for processing duringsaid discharging mode of operation.
 3. The metal-air fuel cell batterysystem of claim 1, wherein said code is a digital code.
 4. The metal-airfuel cell battery system of claim 3, wherein said digital code isdetected optically.
 5. The metal-air fuel cell battery system of claim4, wherein said digital code is a bar code symbol.
 6. The metal-air fuelcell battery system of claim 3, wherein said digital code is detectedmagnetically.
 7. The metal-air fuel cell battery system of claim 1,wherein each said zone of metal-fuel material has a plurality ofmetal-fuel tracks; wherein said parameter detecting mechanism detects aset of discharge parameters for each metal-fuel track along each saidzone of metal-fuel material during said discharging mode of operation;and wherein said code reading mechanism reads said code along each saidzone during the discharging of said zone of metal-fuel material duringsaid discharging mode of operation.
 8. The metal-air fuel cell batterysystem of claim 1, wherein said metal-fuel material is realized in theform of metal-fuel tape.
 9. The metal-air fuel cell battery system ofclaim 1, wherein said metal-fuel material is realized in the form ofmetal-fuel cards.
 10. A metal-air fuel cell battery system having arecharging mode of operation, comprising: a metal-fuel supply mechanismfor supplying metal-fuel material to a recharging head assembly forrecharging during said recharging mode of operation, wherein saidmetal-fuel material has a plurality of zones demarcated along saidmetal-fuel material and each said zone is indexed with a code uniquelyidentifying said zone; a code reading mechanism for reading said codealong each said zone of said metal-fuel material during the rechargingof said zone during said recharging mode of operation; a parameterdetecting mechanism for detecting a set of recharge parameters duringthe recharging of each said zone of metal-fuel material during saidrecharging mode of operation; and a parameter processing device for (i)correlating each detected set of recharge parameters with the codeindexing said zone from which said set of recharge parameters have beendetected, (ii) processing said set of recharge parameters detected ateach said zone of metal-fuel material, and (iii) generating control datasignals for controlling one or more recharge parameters while said zoneis being recharged.
 11. The metal-air fuel cell battery system of claim10, wherein said set of detected recharge parameters are recorded inmemory and read out from said memory for processing during saidrecharging mode of operation.
 12. The metal-air fuel cell battery systemof claim 10, wherein said code is a digital code.
 13. The metal-air fuelcell battery system of claim 12, wherein said digital code is detectedoptically.
 14. The metal-air fuel cell battery system of claim 12,wherein said digital code is a bar code symbol.
 15. The metal-air fuelcell battery system of claim 10, wherein said digital code is detectedmagnetically.
 16. The metal-air fuel cell battery system of claim 10,wherein each said zone of metal-fuel material has a plurality ofmetal-fuel tracks; wherein said parameter detecting mechanism detects aset of recharge parameters for each metal-fuel track along each saidzone of metal-fuel material during said recharging mode of operation;and wherein said code reading mechanism reads said code along each saidzone during the recharging of said zone of metal-fuel material duringsaid recharging mode of operation.
 17. The metal-air fuel cell batterysystem of claim 10, wherein said metal-fuel material is realized in theform of metal-fuel tape.
 18. The metal-air fuel cell battery system ofclaim 10, wherein said metal-fuel material is realized in the form ofmetal-fuel cards.
 19. A metal-air fuel cell battery system having adischarging mode of operation and a recharging mode of operation,comprising: a metal-fuel supply mechanism for supplying metal-fuelmaterial to a discharging head assembly for use in generating electricalpower during said discharging mode of operation, and for supplyingmetal-fuel material to a recharging head assembly for recharging duringsaid recharging mode of operation, wherein said metal-fuel material hasa plurality of zones demarcated along said metal-fuel material and eachsaid zone is indexed with a code uniquely identifying said zone; adischarge parameter detecting mechanism for detecting a set of dischargeparameters during the discharging of each said zone of metal-fuelmaterial during said discharging mode of operation; a code readingdevice for reading said code along each said zone of said metal-fuelmaterial during the discharging of said zone during said dischargingmode of operation, as well as during the recharging of said zone ofmetal-fuel during said recharging mode of operation; a dischargeparameter recording device for recording said set of dischargeparameters detected at each said zone of metal-fuel material, whereinsaid recorded set of discharge parameters are associated with said codeindexed to said zone; a discharge parameter reading mechanism forreading said recorded discharge parameters; a discharge parameterprocessing device for processing said recorded set of dischargeparameters read from said discharge parameter recording device in orderto generate a first set of control data signals for use in controllingsaid recharging parameters during said recharging mode of operation; arecharge parameter detecting mechanism for detecting a set of rechargeparameters during the recharging of each said zone of metal-fuelmaterial during said recharging mode of operation; a recharge parameterrecording device for recording said set of recharge parameters detectedat each said zone of metal-fuel material, wherein each said recorded setof recharge parameters is associated with said code indexed to saidzone; a recharge parameter reading mechanism for reading said recordedset of recharge parameters; and a recharge parameter processing devicefor processing said recorded set of recharge parameters read from saidrecharge parameter recording device in order to generate a second set ofcontrol data signals for use in controlling said discharging parametersduring said discharging mode of operation.
 20. The metal-air fuel cellbattery system of claim 19, wherein said discharge parameter recordingdevice and said recharge parameter recording device each comprise amemory device.
 21. The metal-air fuel cell battery system of claim 19,wherein said code is a digital code.
 22. The metal-air fuel cell batterysystem of claim 21, wherein said digital code is detected optically. 23.The metal-air fuel cell battery system of claim 21, wherein said digitalcode is a bar code symbol.
 24. The metal-air fuel cell battery system ofclaim 21, wherein said digital code is detected magnetically.
 25. Themetal-air fuel cell battery system of claim 21, wherein said dischargeparameter processing device processes said recorded set of dischargeparameters related to each zone of metal-fuel material so as todetermine an amount of electrical power to be delivered to said zonewhen recharging said zone.
 26. The metal-air fuel cell battery system ofclaim 19, wherein each said zone of metal-fuel material has a pluralityof metal-fuel tracks; wherein said discharge parameter detectingmechanism detects a set of discharge parameters for each metal-fueltrack along each said zone of metal-fuel material during saiddischarging mode of operation; wherein said code reading device readssaid code along each said zone during the discharging of said zone ofsaid metal-fuel material during said discharging mode of operation, aswell as during the recharging of said zone of said metal-fuel materialduring said recharging mode of operation; wherein said dischargeparameter recording device records said set of discharge parametersdetected at each metal-fuel track along each said zone of metal-fuelmaterial, and wherein said recorded set of discharge parameters areassociated with said code indexed to said metal-fuel track along saidzone; and wherein said discharge parameter reading mechanism readsdischarge parameters recorded within said discharge parameter recordingdevice.
 27. The metal-air fuel cell battery system of claim 19, whereinsaid recharge parameter processing device processes said recorded set ofrecharge parameters related to each zone of metal-fuel material so as todetermine the amount of metal-fuel present at each said zone duringdischarging of each said zone of metal-fuel material.
 28. The metal-airfuel cell battery system of claim 19, wherein each said zone ofmetal-fuel material has a plurality of metal-fuel tracks; wherein saidrecharge parameter detecting mechanism detects a set of rechargeparameters for each metal-fuel track along each said zone of metal-fuelmaterial during said recharging mode of operation; wherein said codereading device reads said code along each said zone during therecharging of said zone of said metal-fuel material during saidrecharging mode of operation, as well as during the discharging of saidzone of said metal-fuel material during said discharging mode ofoperation; wherein said recharge parameter recording device records saidset of recharge parameters detected at each metal-fuel track along eachsaid zone of metal-fuel material; and wherein said recharge parameterreading mechanism reads recharge parameters recorded within saidrecharge parameter recording device.
 29. The metal-air fuel cell batterysystem of claim 19, wherein said metal-fuel material is realized in theform of metal-fuel tape.
 30. The metal-air fuel cell battery system ofclaim 19, wherein said metal-fuel material is realized in the form ofmetal-fuel cards.
 31. A metal-air fuel cell battery system having adischarging mode of operation and a recharging mode of operation,comprising: a first subsystem for detecting, storing and processingdischarge parameters obtained from metal-fuel material being dischargedduring said discharging mode of operation, and using said dischargeparameters to generate control data signals for controlling rechargeparameters used during said recharging mode of operation; and a secondsubsystem for detecting, storing and processing recharge parametersobtained from said metal-fuel material being recharged during saidrecharging mode of operation, and using said recharge parameters togenerate control data signals for controlling discharge parameters usedduring said discharging mode of operation.